The Supercharger on the Petlyakov PE-2
Hello Folks,
The two stage supercharger on the Klimov VK-105PF engine of the Petlyakov PE-2
is certainly a headache, as it is impossible to make such a thing for CFS1.
The corresponding graph on the chart attached is the one marked in red.
It would continue downwards as the black line does for the M-105P.
Translated into numbers, altitudes/Hp are the following:
_S.L. ...: 1210 Hp
_2300 ft: 1260 Hp
_3280 ft: 1225 Hp
_5500 ft: 1140 Hp
_6500 ft. 1160 Hp
_8850 ft: 1180 Hp
_9840 ft: 1160 Hp
12467 ft: 1060 Hp
16404 ft: 980 Hp
19685 ft: 825 Hp
23000 ft: 720 Hp
In order to achieve the best possible performance equivalent for this engine
using a single speed supercharger, the first thing to do would be to try and
bend the graph into a convenient shape, but this is easier said than done.
The problem is that too much power around the medium altitudes comes out.
It appears that the low and high altitudes will be a little easier to do...
For the moment my efforts have produced the green graph line - one can
recognize a single-engine supercharger pattern, with the obvious deformation
at mid altitude.
This is for WEP. In this case, with the adjustments, the Manifold pressure settings
do not coincide with the WEP MP on the specs and is 3 in. Hg lower, at 40.3 in. Hg.
Also, Boost Gain and WEP Pressure Change rate had to be lowered so much that
critical altitude is no longer at 13120 ft, but much higher.
Problems, problems...
Cheers,
Aleatorylamp
Better with non-zero small values...
Hello Ivan,
Yes indeed!
My memory is not very good anymore. In fact, it was always quite mediocre...
Anyway, yesterday evening I remembered both the Baltimore WEP issue
and the WEP extension to your tutorial, looked that up and I saw what you
are mentioning. It says exactly what Iīm finding again right now!
So itīs not strange that now, it turns out that the performance envelope is
overall better as I already had it on the graph I posted, using small values in
WEP Pressure Change Rate and adjusting Boost Gain a little.
Note: The small glitch about the change in Critical Altitude, is in fact rather a
benefit than a bother, because as WEP still works above Critical Altitude, it
compensates very nicely for the low non-WEP performance there!
Well, at least we CAN use this feature to our benefit, contrary to what one
is lead to believe from the vague AirEd indications.
Leaving it at zero at first seemed promising, and lowered the unwanted peaks
between 6000 and 9000 ft a bit. However, it did so at the expense of lower
and higher altitude performance - both came out low. Hence, Iīm reverting
back to using the WEP Pressure Change Rate with small values.
It IS a quirky issue, isnīt it, this busines of trying to figure out how to use a
single-speed supercharger because a 2-speed one isnīt to be got.
So... What do you think of the green line in Post #2?
Iīm still trying different things but so far, itīs the nearest Iīve got.
OK, then! Cheers,
Aleatorylamp