Markoz wrote on Dec 16
th, 2012 at 1:59am:
[TurbineEngineData]
fuel_flow_gain = 0.002 //Gain on fuel flow
inlet_area = 9.6 //Square Feet, engine nacelle inlet area //19.6
rated_N2_rpm = 29920 //RPM, second stage compressor rated value
static_thrust = 17400 //25000
afterburner_available = 0 //Afterburner available?
reverser_available = 1 //Thrust reverser available?
ThrustSpecificFuelConsumption = 0.385 //Thrust specific fuel consumption (Jets)
AfterBurnThrustSpecificFuelConsumption = 0 //TSFC with afterburn/reheat engaged
The values in the above quote are the settings for the 737-200ADV.
For the 737-100 this is what I use:
[TurbineEngineData]
fuel_flow_gain = 0.002 //Gain on fuel flow
inlet_area =
9.6 //Square Feet, engine nacelle inlet area //19.6
rated_N2_rpm = 29920 //RPM, second stage compressor rated value
static_thrust =
14500 //16000 23000
afterburner_available = 0 //Afterburner available?
reverser_available = 1 //Thrust reverser available?
ThrustSpecificFuelConsumption = 0.385 //Thrust specific fuel consumption (Jets)
AfterBurnThrustSpecificFuelConsumption = 0 //TSFC with afterburn/reheat engaged
So the poor 737-100 has trouble climbing higher than 32,000 but can get to 35,000 feet (it's service ceiling). I wouldn't want to try to get higher than that, it might not get there.
If I fly it at a maximum speed of about M0.78 (~465 - 480 knots GS), it would be hard pressed to exceed the maximum range of 1540nm. It consumed about 40-45% of the maximum fuel in 600nm (I do know that an awful lot of fuel was consumed in the takeoff and climbing phase), but I still wouldn't push for much more than 1200nm flight just be sure I won't run out o fuel, especially if I'm encountering strong head winds.