>
>American pilots call it “mil” power, Charlie: it’s maximum power before you
>light the afterburner.
>The throttle quadrant is split into 3 or 4 parts: HP cock off (engine shut
>down), idle to max dry
>(mil) and minimum to maximum afterburner or reheat. The Tornado has a 4th
>sector called Combat power.
>
>In the dry power section the conventional part of the jet engine functions
>with the efflux providing
>thrust. But there is plenty of oxygen in the efflux and that is used for
>afterburner (“after” meaning
>at the back rather than later) in which guttering in the efflux sprays fuel
>which is lit to provide
>quite a bit more thrust. Modern engines double the thrust with afterburner,
>but it uses much more
>fuel. The EJ200 in the Typhoon has a massive amount of dry thrust, capable of
>pushing the aircraft
>supersonic (“super cruise”).
>
The C-130 has a somewhat similar arrangement, at least on the -15
(H-model) and earlier engines. There is a "ground" range where you are
controlling the pitch of the propeller(s). Then there is a "temperature
controlling" flight range where you are controlling the TIT (turbine inlet
temperature" of the engine(s). And finally there is the "temperature limiting"
range, wher you are basically controlling the fuel rate and the engine
controller is adjusting the rate so as to limit the TIT. As your airspeed
increases, the prop pitch is adjusted to maintain a very limited RPM range and
the fuel rate is adjusted for more power.
Chris
When the going gets weird, the weird turn pro
- Hunter S. Thompson
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