Airstart Aircraft

[Ara Kistner]

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another T-6 Texan II (turboprop aircraft) question. When reading the airstart prodedure in the engine failure during flight section of the manual, I found something that Id appreciate the clarification. It mentions, "The higher the altitude, and the slower the airspeed, the warmer the starting ITT peak temperature."

By airspeed, I believe it is referring to KIAS (all graphs and useful data for pilots is in KIAS, at least in this manual) so no arguments there. now, we know that the higher the altitude the less dense air gets to keep up with a relatively constant KIAS, then TAS has to increase.

If TAS increased at this higher altitude, (relative to the air the plane is passing faster) and the plane is making up for the less dense air, why would we expect a higher peak ITT compared to an airstart at a lower altitude? Shoudnt be about the same peak temp?

Also the higher you go the colder it gets at least for a good 20,000 ft MSL which is a major portion of the flight envelope for this aircraft. (max ceiling 31,000 ft MSL). I guess getting colder air has zero impact on ITT? I appreciate the discussion. TY all!

So, you are correct in that IAS is the parameter that is being referred to by term "airspeed". However, I think you are confusing things by bringing TAS into the discussion. Keep the same unit of measure - if IAS increases then there will be a higher volume of air, and more heat dissipation; lower IAS means less airflow and higher ITT.

The reason you might get higher ITT at the same IAS but a higher altitude isn't because of TAS, it is because the air is less dense. (yes, I understand that TAS and density are related...) Air has thermal mass, and the less dense it is the less mass there is available to absorb heat from the turbine.

It might seem odd as cold as it is up high, but when performing environmental qualification testing of electronic equipment we often had more difficulty with heat dissipation during the high altitude chamber tests, (despite the sub-freezing temperatures) simply because the air was so thin.

Need help in changing an aircraft in an existing mission. I have tried changing the aircraft one of the missions posted in Han's DD137. It's the Landing with Calm Wind mission. When I try to land with the new aircraft, it disappears below the runway and crashes. I know I missing something with the edit. What have I overlooked or can this be easily done.

This sounds very odd. I wonder if its a bug. Normally you simply select the aircraft type in the airfield and save it. Then fly with no problems. Did you change/move anything else like way point or airfield or some selection boxes.

This is crazy! I did nothing today different from yesterday. Opened mission in ME. Selected the plane icon which opened the Plane Properties window. Selected the Plane Model button and changed the plane. Closed the Plane Properties window. Opened the Mission Properties window and changed the Mission Name and Description. Selected Save As for the new plane. Ran the new mission and was able to land on the runway...not under it. I've done this for 6 different planes with no problem...they all work.

Awhile back, there was a bug that occurred when a player tried to enter a plane. The plane would explode or end up underground, or the player would end up in an external view far away. A solution was to use a text editor to check in the .mission file to see if SeasonPrefix was set to blank and if so, set it to "wi" (winter) or "su" (summer, autumn). I wonder if this is a variation of that problem?

Compared to a gasoline (petrol) engine, a diesel engine has a very high compression ratio, an essential design feature, as it is the heat of compression that ignites the fuel. An electric starter with sufficient power to turn a large diesel engine would itself be so large as to be impractical so there is a need for an alternative system.

When starting the engine, compressed air is admitted to whichever cylinder has a piston just over top dead center, forcing it downward.[2] As the engine starts to turn, the air-start valve on the next cylinder in line opens to continue the rotation. After several rotations, fuel is injected into the cylinders, the engine starts running and the air is cut off.

To further complicate matters, a large engine is usually "blown over" first with zero fuel settings and the indicator cocks open, to prove that the engine is clear of any water build up and that everything is free to turn. After a successful blow ahead and a blow astern, the indicator cocks are closed on all the cylinders, and then the engine can be started on fuel. Significant complexity is added to the engine by using an air-start system, as the cylinder head must have an extra valve in each cylinder to admit the air in for starting, plus the required control systems. This added complexity and cost limits the use of air-starters to very large and expensive reciprocating engines.

Another method of air-starting an internal combustion engine is by using compressed air or gas to drive a fluid motor in place of an electric motor.[3] They can be used to start engines from 5 to 320 liters in size and if more starting power is necessary two or more motors can be used. Starters of this type are used in place of electric motors because of their lighter weight and higher reliability. They can also outlast an electric starter by a factor of three and are easier to rebuild. Engines operating in underground mining activities tend to operate on this type of starter system to reduce the risk of an electrical system igniting flammable material.

Not all air starters require lubrication. Turbine type air starters do not require air motor lubrication, although some turbine air starters do use an oil filled transmission that may require periodic inspections and maintenance.

Compressed air has been used to start gas turbine engines using air impingement starting (in which air is directed at the engine turbine blades through nozzles in the turbine casing, used on US Navy General Electric J79 engines). It is much more efficient to use an air turbine starter (ATS) which is usually mounted on an accessory gearbox.[5] An early axial compressor turbojet had an ATS located in the compressor nose cone (eg particular variants of the J79).

Air impingement starting was not used for US military aircraft after the F-4B, A-5A[6] and F-5 as the pneumatic energy requirement was several times greater than when using an air turbine starter. The gas turbine compressor required to start a J79 with impingement starting was sufficient to start two J79 engines simultaneously in a B-58 when using air turbine starters.[7]

An ATS has its own turbine and gears to change its low torque and high speed to low speed and high torque at the engine mounting pad. Further gears in the engine gearbox connect to the engine shaft (high pressure spool on multi-spool engines). Compressed air is sent to the ATS turbine from the aircraft auxiliary power unit ( bleed air from the gas generator or from a free-turbine load compressor, eg PW901 APU), from an already-running engine (bleed air) on a multi-engined aircraft or, for early jet aircraft, from an air compressor mounted on ground support equipment.

Compared with electric starters, air-starters have a higher power-to-weight ratio so are used on large engines as an electric starter would be too big and, with its cables, too heavy and expensive. However, for smaller engines, which don't need as much starter power, an electric starter is more suitable. It has a dual function as a generator (is known as a starter/generator) at speeds above which the engine no longer requires starter assistance.[8]

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