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 4 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 68 zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz 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. 17:22:00 2 62520 999 999 9.999 999 999 9999 Takeoff 1 1 9.999 999 99.9 99.9 99.9 9999 2 1 9.999 999 99.9 99.9 99.9 9999 17:50:00 2 64200 390 220 0.718 -40 -61 1639 zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz 1 1 1.526 525 82.4 77.8 80.0 2701 2 1 1.526 533 82.1 77.3 80.1 2757 17:55:00 2 64500 999 999 9.999 999 999 9999 Start Run 1, 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 18:02:00 2 64920 999 999 9.999 999 999 9999 Divert for ATC mid Run 1 to 310 heading 1 1 9.999 999 99.9 99.9 99.9 9999 2 1 9.999 999 99.9 99.9 99.9 9999 18:09:15 2 65355 999 999 9.999 999 999 9999 Re-acquire track for Run 1 1 1 9.999 999 99.9 99.9 99.9 9999 2 1 9.999 999 99.9 99.9 99.9 9999 18:22:00 2 66120 390 221 0.721 -39 -61 1608 In Run 1 1 1 1.521 526 82.3 77.7 80.0 2704 2 1 1.521 537 82.0 77.2 80.1 2754 18:26:00 2 66360 999 999 9.999 999 999 9999 Start Run 2 (mid turn), 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 18:34:00 2 66840 390 217 0.708 -40 -61 1598 In Run 2 1 2 1.463 505 79.0 75.4 78.4 2375 2 2 1.461 513 78.9 75.0 78.6 2429 18:46:25 2 67585 390 220 0.718 -40 -61 1586 In Run 2 1 2 1.524 527 82.2 77.6 79.9 2713 2 2 1.522 535 81.9 77.1 80.0 2752 18:52:00 2 67920 999 999 9.999 999 999 9999 Switch to LS/LS for Run 3, climb to FL400 1 1 9.999 999 99.9 99.9 99.9 9999 2 1 9.999 999 99.9 99.9 99.9 9999 19:00:00 2 68400 400 225 0.749 -40 -63 1573 In Run 3 1 1 1.552 538 83.4 78.6 80.5 2794 2 1 1.551 544 83.2 78.0 80.5 2833 19:09:00 2 68940 999 999 9.999 999 999 9999 Slow to 0.70 1 1 9.999 999 99.9 99.9 99.9 9999 2 1 9.999 999 99.9 99.9 99.9 9999 19:15:00 2 69300 999 999 9.999 999 999 9999 Up to 0.72 1 1 9.999 999 99.9 99.9 99.9 9999 2 1 9.999 999 99.9 99.9 99.9 9999 19:21:00 2 69660 400 215 0.718 -41 -63 1553 In Run 3 1 1 1.544 533 83.0 78.1 80.1 2682 2 1 1.542 540 82.7 77.6 80.2 2720 19:23:00 2 69780 999 999 9.999 999 999 9999 End Run 3, 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 19:33:00 2 70380 400 225 0.750 -39 -63 1544 zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz 1 2 1.525 530 82.4 77.7 79.9 2667 2 2 1.523 536 82.0 77.2 80.0 2707 19:36:00 2 70560 999 999 9.999 999 999 9999 T-39 join; slow to 220, fly at 0.73, speed to 0.75 then slow to 0.73 1 2 9.999 999 99.9 99.9 99.9 9999 2 2 9.999 999 99.9 99.9 99.9 9999 19:48:00 2 71280 400 219 0.731 -41 -64 1531 zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz 1 2 1.510 517 81.3 76.9 79.3 2543 2 2 1.509 525 81.0 76.4 79.4 2589 19:51:00 2 71460 999 999 9.999 999 999 9999 Start Run 4, switch to 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 19:53:00 2 71580 999 999 9.999 999 999 9999 Switch to 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 20:02:00 2 72120 400 215 0.720 -42 -63 1519 In Run 4 1 1 1.539 527 82.7 77.9 79.9 2663 2 2 1.537 536 82.3 77.3 79.9 2693 20:18:00 2 73080 400 217 0.725 -41 -63 1504 Switch to LS/LS, time unknown 1 1 1.506 521 81.2 76.8 79.3 2539 2 1 1.505 528 80.9 76.4 79.5 2556 20:22:00 2 73320 999 999 9.999 999 999 9999 End Run 4, start turn, switch to 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 20:27:00 2 73620 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 20:28:00 2 73680 400 221 0.736 -40 -63 1496 In Run 6 1 2 1.499 518 81.0 76.9 79.3 2505 2 2 1.500 527 80.9 76.3 79.5 2562 20:38:00 2 74280 400 220 0.734 -40 -63 1488 Climb to FL 410 for RTB 1 2 1.524 529 82.2 77.6 79.8 2647 2 2 1.523 535 82.0 77.1 80.0 2671