I tested the new files and aircraft.cfg settings and it's WONDERFUL! Now if it would be possible to do the same for the A319
, specifically the CFM model, or the "-111". Out of all the PA aircaft, I've noticed the most problems with that one. No matter what adjustment we make, it always seems to want to accelerate when taxiing at 0% throttle, but then it's underpowered when in flight.
(If this needs to go in a new thread let me know, but it's related to the same "fix" that you just gave me for the A320.)
If I adjust the static thrust and bypass ratio numbers to match the real CFM56-5B5 engine (which is on the -111 variant, the one that the PA319CFM is supposed to be) it's under powered. So I used the CFM site data and the CFM56 Wikipedia page to try some other engine numbers. Here's what I got....
(I put these notes in my aircraft.cfg file)
//Actual data taken from CFM site http://www.cfmaeroengines.com/engines/c ... technology
//and the CFM56 Wikipedia page http://en.wikipedia.org/wiki/CFM_Intern ... -5B_series
// ST = Static Thrust BR = Bypass Ratio
//A319-111 - CFM56-5B5 - ST=22000 - BR=6.0 - result: Severely underpowered using these settings, but PA insists this model is a -111. Cruises in Flex thrust at 94% instead of Cruise thrust
//A319-112 - CFM56-5B6 - ST=23500 - BR=5.9 - result: Slight improvement. Still slightly underpowered in the air, but on the ground it now accelerates on its own after releasing the brakes with throttle at 0%, even with max fuel and payload.
//A319-115 - CFM56-5B7 - ST=27000 - BR=5.7 - result: Very good climb and cruise performance, but keep zero throttle and use constant brakes when taxiing, as it will easily be going past 30kts before you realize it.
Conclusion: After using your modified air files for the A320, I realized that this is exactly what is needed also for the A319. Lowering the power at Low RPMs will keep it from rolling on its own, and the higher power at High RPMs will give it the realistic performance it needs. Maybe.
For the time being I use the -5B6 numbers for a happy medium.
One more note: And this is for both the CFM and IAE models. Everyone seems to have the wrong numbers for the "inlet_area" variable. It's easy to calculate a circle diameter into square footage, so I use the fan diameter data listed at the CFM and IAE sites, I get 25.4430 for CFM and 21.9952 for IAE. I can use those numbers for a more accurate inlet size setting. But the actual fan blade tips of a turbine engine go slightly past the inlet opening (flange). The inlet itself is slightly
I actually work on airport flight line, so the next CFM56 or IAEv25xx engine I see, I'm going to measure the inlets of these engines myself to see what it's actually supposed to be. (Or just get the engine data from whoever is working on the aircraft.) The manufacturer sites are no help. They seem to only have the fan diameter data. I cannot find the correct inlet sizes listed anywhere.
Anyway let me know your thoughts. And thanks again.