74 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 7 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 32 zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz 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 8 For this flight the center fuel tank contained Jet A fuel from the SLN fuel station. The left wing tank contained a mixture of 4000 pounds of low sulfur fuel and Jet A fuel from the SLN fuel station. The right wing tank contained high sulfur fuel. Both engines burned fuel from the center tank until 21:38. From then on, the left engine burned fuel from the left wing tank and the right engine burned fuel from the right wing tank. The fuel mixture in the left wing tank is considered low sulfur (fuel type 1), although its portion of Jet A is unknown. 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. 18:04:00 2 65040 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 18:56:00 2 68160 999 999 9.999 999 999 9999 Over point A, Start Run 1 1 3 9.999 999 99.9 99.9 99.9 9999 2 3 9.999 999 99.9 99.9 99.9 9999 18:58:00 2 68280 370 221 0.691 -40 -60 1734 ER-2 ahead so speed up 1 3 1.513 523 81.6 77.3 79.7 2839 2 3 1.513 531 81.3 76.9 79.9 2881 19:10:00 2 69000 370 235 0.732 -37 -60 1721 In Run 1 1 3 1.499 524 81.4 77.2 79.8 2879 2 3 1.498 532 81.2 76.8 80.0 2922 19:14:00 2 69240 999 999 9.999 999 999 9999 Over point B, descend to FL 360 1 3 9.999 999 99.9 99.9 99.9 9999 2 3 9.999 999 99.9 99.9 99.9 9999 19:18:00 2 69480 999 999 9.999 999 999 9999 Point C, Run 2 1 3 9.999 999 99.9 99.9 99.9 9999 2 3 9.999 999 99.9 99.9 99.9 9999 19:20:00 2 69600 350 244 0.726 -31 -54 1711 In Run 2 1 3 1.483 526 81.6 77.6 80.3 3097 2 3 1.482 537 81.3 77.1 80.4 3141 19:29:00 2 70140 350 235 0.700 -34 -55 1702 In Run 2 1 3 1.486 525 81.2 77.3 80.0 3027 2 3 1.485 534 81.0 76.9 80.2 3026 19:39:00 2 70740 350 234 0.697 -34 -55 1692 In Run 3 1 3 1.509 530 82.3 78.0 80.4 3133 2 3 1.508 540 82.0 77.6 80.6 3177 19:50:00 2 71400 350 235 0.700 -33 -54 1681 zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz 1 3 1.480 523 81.0 77.1 79.9 2987 2 3 1.479 533 80.8 76.7 80.1 3033 20:04:00 2 72240 350 247 0.732 -31 999 1665 End Run 4 1 3 1.464 523 80.6 76.9 79.9 3002 2 3 1.462 531 80.3 76.4 80.1 3032 20:21:00 2 73260 370 224 0.699 -39 -60 1650 In Run 5 1 3 1.499 517 81.1 76.9 79.5 2803 2 3 1.496 525 80.7 76.4 79.6 2827 20:28:00 2 73680 999 999 9.999 999 999 9999 End Run 5 1 3 9.999 999 99.9 99.9 99.9 9999 2 3 9.999 999 99.9 99.9 99.9 9999 20:43:00 2 74580 999 999 9.999 999 999 9999 End Run 6 1 3 9.999 999 99.9 99.9 99.9 9999 2 3 9.999 999 99.9 99.9 99.9 9999 21:04:00 2 75840 370 223 0.698 -38 -59 1608 In Run 6 1 3 1.514 524 81.8 77.4 79.8 2869 2 3 1.512 532 81.6 77.0 80.0 2904 21:05:00 2 75900 999 999 9.999 999 999 9999 End Run 7 1 3 9.999 999 99.9 99.9 99.9 9999 2 3 9.999 999 99.9 99.9 99.9 9999 21:22:00 2 76920 370 225 0.703 -38 -59 1593 End Run 8, climb to FL 390 1 3 1.481 512 80.2 76.3 79.1 2714 2 3 1.478 520 79.9 75.8 79.3 2744 21:28:00 2 77280 999 999 9.999 999 999 9999 Into Run 9, increase to 0.73 1 3 9.999 999 99.9 99.9 99.9 9999 2 3 9.999 999 99.9 99.9 99.9 9999 21:38:00 2 77880 390 226 0.735 -39 -62 1575 End Run 9, wind tanks active now 1 1 1.526 532 82.6 77.9 80.1 2790 2 2 1.525 539 82.2 77.4 80.2 2815 21:48:00 2 78480 999 999 9.999 999 999 9999 Into Run 10, back to 0.70 1 1 9.999 999 99.9 99.9 99.9 9999 2 2 9.999 999 99.9 99.9 99.9 9999 21:57:00 2 79020 340 215 0.703 -44 -64 1558 In Run 10 1 1 1.532 519 81.9 77.3 79.4 2700 2 2 1.531 527 81.6 76.8 79.5 2733 21:59:00 2 79140 999 999 9.999 999 999 9999 End Run 10 1 1 9.999 999 99.9 99.9 99.9 9999 2 2 9.999 999 99.9 99.9 99.9 9999 22:18:00 2 80280 352 233 0.698 -34 -56 1544 zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz 1 1 1.442 510 79.1 75.7 79.2 2769 2 2 1.440 518 78.9 75.4 79.4 2816 22:30:00 2 81000 364 227 0.699 -38 -59 1526 zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz 1 1 1.485 518 80.9 76.9 79.7 2864 2 2 1.485 526 80.6 76.4 79.8 2894 23:40:00 2 85200 999 999 9.999 999 999 9999 Touch down 1 1 9.999 999 99.9 99.9 99.9 9999 2 2 9.999 999 99.9 99.9 99.9 9999