On Mon, 2008-12-22 at 13:53 -0700, John Denker wrote:
> On 12/21/2008 09:59 AM, Ron Jensen wrote:
>
>
> > Given the data available in the configuration
> > file, how do we create values for K and a for all engines from the
> > smallest engines, like the Rotax582 in the Dragonfly to the Wasp
On 12/21/2008 09:59 AM, Ron Jensen wrote:
> Given the data available in the configuration
> file, how do we create values for K and a for all engines from the
> smallest engines, like the Rotax582 in the Dragonfly to the Wasp R-5800s
> in the DC6?
This is newly discussed at
http://www.a
On Sun, 2008-12-21 at 02:50 -0700, John Denker wrote:
> On 12/20/2008 10:39 PM, Ron Jensen wrote:
>
> > Here is a dynamometer test report of an engine intended for use in an
> > aircraft:
> > http://members.cox.net/alg3/Dynamometer%20test%20report.htm
>
> Ah, good, that's useful data.
>
> > Plea
On 12/20/2008 10:39 PM, Ron Jensen wrote:
> Here is a dynamometer test report of an engine intended for use in an
> aircraft:
> http://members.cox.net/alg3/Dynamometer%20test%20report.htm
Ah, good, that's useful data.
> Please note especially the RPM v. Manifold Pressure chart at the end:
> http
On Fri, 2008-12-19 at 23:28 -0700, John Denker wrote:
> An alternative approach is diagrammed at
> http://www.av8n.com/fly/throttle.htm#fig-x1xt
>
> This is more plausible in terms of the physics of the situation, and
> more consistent with everyday Real World pilot experience.
Here is a dynamom
On 12/20/2008 10:24 AM, Ron Jensen wrote:
> Lets look instead at finding out the real reasons why the output
> behavior is not as it should be.
>
> First question, prop_81in2v.xml gives a minimum and maximum propeller
> pitch of 12.0 and 31.8. Any idea if these numbers are right or are they
> ju
On Sat, 2008-12-20 at 04:46 -0700, John Denker wrote:
> On 12/20/2008 02:44 AM, Ron Jensen wrote:
> > John,
> >
> > You've just convinced me you don't have a clue what is happening inside
> > this code.
>
> You keep saying that. Even if it were true (which I
> doubt), it wouldn't be important.
On 12/20/2008 02:44 AM, Ron Jensen wrote:
> John,
>
> You've just convinced me you don't have a clue what is happening inside
> this code.
You keep saying that. Even if it were true (which I
doubt), it wouldn't be important.
I call attention again to the scenario I posted:
>> The Sim World c1
On Thu, 2008-12-18 at 19:47 -0700, John Denker wrote:
> On 12/17/2008 12:18 AM, Ron Jensen wrote:
>
> > I've made the constant "C" a configurable item, but I don't have a good
> > name for it. The patch calls it but there must be a better
> > name... I just can't think of one.
>
> Physically,
On Fri, 2008-12-19 at 23:28 -0700, John Denker wrote:
> Consider the following scenario: The Sim World c182rg is sitting on
> the runway at KSFO. The propeller control is pulled back, so that the
> engine is operating at relatively low revs, about 1750 RPM in
> contrast to redline which is 2400 RPM
Consider the following scenario: The Sim World c182rg is sitting on
the runway at KSFO. The propeller control is pulled back, so that the
engine is operating at relatively low revs, about 1750 RPM in
contrast to redline which is 2400 RPM. The pilot can observe that if
the throttle is open anywhere
On 12/17/2008 12:18 AM, Ron Jensen wrote:
> I've made the constant "C" a configurable item, but I don't have a good
> name for it. The patch calls it but there must be a better
> name... I just can't think of one.
Physically, this C represents internal friction. So, maybe
"gagg_friction" or
The attached patch isn't ready to go in, but I was hoping to get some
comments on it. It changes the power calculation to use the Gagg-
Farrar Power Drop Off Rule from "Performance of Light Aircraft" by John
Lowry.
The Gagg-Farrar equation uses a constant to express the power drop off
of a piston
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