66 2160 Gaines, Steven NASA/Ames Research Center--Sterling Software; gaines@cloud1.arc.nasa.gov Fuel Burn data for NASA B-757; courtesy of Mike Wusk, Don Hunton, Randy Cofer, Wayne Lee SUCCESS 1 1 1996 5 3 1997 12 16 1.0 8 Engine number; 1=left, 2=right Observation time (hh:mm:ss GMT) 7 1 1 1 45.0 70.0 106.11 1 9 9.999 999 99.9 99.9 99.9 9999 Fuel Sulfur Content (1=low, 2=high, 3=Jet A) Engine Pressure Ratio Exhaust Gas Temperature (C) N1 (RPM) N2 (RPM) N3 (RPM) Fuel Flow (lbs/hr) 9 1 1 1 100 1 1 1 1 100 9 99999 999 999 9.999 999 999 9999 46 zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Number of engines GMT (seconds) Flight Level (ft) Indicated Air Speed (kts) Mach Number Total Air Temperature (C) Static Air Temperature (C) Aircraft Weight (lbs) Comments 0 28 These data were transcribed from the B-757 Flight Log, and describe when the fuel was switched to low or high sulfur content fuel, and various engine performance parameters. Low sulfur fuel was obtained from Shell Martinez Refining Company. High sulfur fuel was obtained by mixing low sulfur fuel with tetrahydrothiophene. Jet A fuel was from the SLN fuel station. The low and high sulfur fuels were both within specs for Jet A fuel--they were used so the sulfur levels could be controlled. Fuel analyses from three sources yielded the following sulfur contents expressed in parts per million by mass (ppmm): Low Sulfur High Sulfur Jet A ---------- ----------- ------- MacDill AFB 68 - 79 636 - 676 57 - 61 Element Analysis Corp. < 17 703 +/- 13 Shell Refining Co. 20 The MacDill analyses are probably more crude than the other two. Both engines on the B-757 were Rolls Royce RB 211-535-E4/37. Values for the three compressor speeds (N1,N2,N3) are recorded as percent of maximum RPM, and the odd looking scale factors are used to convert those percentages to actual RPM. The maximum RPM for the low, intermediate, and high pressure compressors are: 4500 RPM for low pressure compressor (N1) 7000 RPM for the intermediate pressure compressor (N2) 10611 RPM for the high pressure compressor (N3) The engine pressure ratio is: (pressure aft of N1)/(pressure forward of N1). The exhaust gas temperature probe is located between the intermediate pressure and low pressure turbines. 17:40:20 2 63620 999 999 9.999 999 999 9999 Takeoff 1 3 9.999 999 99.9 99.9 99.9 9999 2 3 9.999 999 99.9 99.9 99.9 9999 18:18:51 2 65931 350 999 9.999 999 999 9999 Start burn from Left tank only @ FL 350, LS/LS 1 1 9.999 999 99.9 99.9 99.9 9999 2 1 9.999 999 99.9 99.9 99.9 9999 18:26:00 2 66360 350 232 0.692 -33 -54 1574 Run 1, LS/LS 1 1 1.444 509 79.2 75.9 79.1 2760 2 1 1.442 518 79.0 75.5 79.4 2803 18:42:00 2 67320 350 229 0.684 -34 -54 1559 In Run 1 1 1 1.458 510 79.8 76.2 79.3 2824 2 1 1.456 520 79.5 75.9 79.5 2860 18:45:00 2 67500 999 999 9.999 999 999 9999 Start turn 1, LS/HS 1 1 9.999 999 99.9 99.9 99.9 9999 2 2 9.999 999 99.9 99.9 99.9 9999 18:46:40 2 67600 350 231 0.689 -33 -54 1555 In Turn 1 1 1 1.521 539 83.1 78.6 80.9 3215 2 2 1.518 548 82.7 78.0 81.0 3235 18:48:00 2 67680 999 999 9.999 999 999 9999 Start run 2, HS/HS 1 2 9.999 999 99.9 99.9 99.9 9999 2 2 9.999 999 99.9 99.9 99.9 9999 18:56:00 2 68160 350 231 0.689 -33 -54 1545 In Run 2 1 2 1.441 507 79.0 75.6 79.0 2723 2 2 1.434 514 78.5 75.1 79.1 2763 19:07:00 2 68820 350 230 0.686 -33 -54 1535 In Run 2 1 2 1.446 509 79.2 75.8 79.1 2758 2 2 1.446 519 79.1 75.5 79.4 2815 19:10:00 2 69000 999 999 9.999 999 999 9999 Start climb to FL 380 1 2 9.999 999 99.9 99.9 99.9 9999 2 2 9.999 999 99.9 99.9 99.9 9999 19:16:00 2 69360 999 999 9.999 999 999 9999 Start run 3, LS/LS 1 1 9.999 999 99.9 99.9 99.9 9999 2 1 9.999 999 99.9 99.9 99.9 9999 19:20:00 2 69600 380 223 0.713 -38 -60 1523 In Run 3 1 1 1.494 523 81.0 76.8 79.4 2673 2 1 1.491 529 80.7 76.3 79.7 2713 19:32:00 2 70320 380 223 0.702 -38 -59 1511 In Run 3 1 1 1.511 525 81.9 77.5 79.8 2734 2 1 1.509 533 81.5 76.9 80.0 2783 19:40:00 2 70800 999 999 9.999 999 999 9999 Early switch to HS/HS during Run 3 1 2 9.999 999 99.9 99.9 99.9 9999 2 2 9.999 999 99.9 99.9 99.9 9999 19:43:00 2 70980 380 214 0.684 -39 -58 1501 In Run 3 1 2 1.663 572 89.0 82.7 82.9 3510 2 2 1.663 580 88.4 81.9 82.9 3534 19:50:00 2 71400 999 999 9.999 999 999 9999 Start run 4, HS/HS 1 2 9.999 999 99.9 99.9 99.9 9999 2 2 9.999 999 99.9 99.9 99.9 9999 20:08:00 2 72480 380 221 0.707 -38 -59 1485 In Run 4 1 2 1.471 512 79.9 76.1 79.0 2551 2 2 1.469 520 79.7 75.7 79.2 2594 20:14:00 2 72840 999 999 9.999 999 999 9999 Start Run 5, LS/LS 1 1 9.999 999 99.9 99.9 99.9 9999 2 1 9.999 999 99.9 99.9 99.9 9999 20:19:00 2 73140 380 219 0.700 -38 -60 1470 In Run 5 1 1 1.468 507 79.5 75.8 78.7 2515 2 1 1.468 515 79.3 75.4 78.9 2548 20:37:00 2 74220 999 999 9.999 999 999 9999 Descent to FL 300 1 1 9.999 999 99.9 99.9 99.9 9999 2 1 9.999 999 99.9 99.9 99.9 9999 20:47:00 2 74820 300 220 0.594 -25 -41 1448 In Run 5 1 1 1.369 494 75.7 74.1 78.6 2803 2 1 1.364 504 75.3 73.6 78.9 2826 20:50:00 2 75000 999 999 9.999 999 999 9999 Start Run 6, LS/LS 1 1 9.999 999 99.9 99.9 99.9 9999 2 1 9.999 999 99.9 99.9 99.9 9999 20:58:00 2 75480 999 999 9.999 999 999 9999 Switch to HS/HS 1 2 9.999 999 99.9 99.9 99.9 9999 2 2 9.999 999 99.9 99.9 99.9 9999 21:05:00 2 75900 300 220 0.593 -25 -41 1432 In Run 6 1 2 1.344 481 73.9 72.7 77.6 2578 2 2 1.342 491 73.9 72.6 78.0 2637 21:18:00 2 76680 999 999 9.999 999 999 9999 Return to base 1 2 9.999 999 99.9 99.9 99.9 9999 2 2 9.999 999 99.9 99.9 99.9 9999 22:04:00 2 79440 999 999 9.999 999 999 9999 Touch down 1 2 9.999 999 99.9 99.9 99.9 9999 2 2 9.999 999 99.9 99.9 99.9 9999