Hello Ivan,
OK, thanks. Iīll test the columns to see what speeds are proper.
Your 4-engined Mitchell .air file sounds most intriguing, even if only just to get by for the visual model!
Yes I fully understand what you say as regards to your plans, both as regards the Messerschmitt 262, as well as the sequence of steps to proceed with for the Orionīs turboprop CFS .air file conversion. No hurry, no problem!
I translated one of the NASA Experimenterīs Handbook speed columns into mph - corresponding to 110000 lbs weight, as I was getting about 125000 lbs for a fully tanked, crewed aircraft with no bomb/missile payload.
From S.L. to 30000 ft the max. continuous speed values converted from Kt to Mph are:
345, 385, 397, 408, 421, 433, 446, 454, 450, 447, 439, 425, and 404 mph.
I wasnīt using the 30000 ft. line because the plane didnīt really hold the altitude with 125000 lbs weight, which is not really surprising.
I was also thinking along the lines that the only way to get more speed at altitude was to tamper with the propeller graphs, but didnīt dare! I remember your comment very early on when we were tuning the Zeppelin Staaken engines, that moving the propeller table columns to the left by two positions would increase efficiency and thrust. Maybe I will dare now... It could be interesting... just for kicks!
As an approximation, I expect the calculated thrust values would be based on the estimate a few days ago, that added the propeller thrust and exhaust thrust, the latter being more or less constant with altitude, as opposed to the former.
OK, then, all in good fun.
Cheers,
Aleatorylamp
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