By Chris Bennett
Excessive above the fields of Western Germany, an F-15C of the thirty sixth Tactical fighter Wing at Bitburg.
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Additional resources for Bitburg. Eagle Country
When selecting a propulsion engine for a given ship a suitable power allowance for all factors such as weather, fouling, wear and tear, and other factors, as well as the need to maintain the service speed at around 8 5 % of the maximum continuous rating, should all be taken into consideration. W. Pressure charging A naturally aspirated engine draws air of the same density as the ambient atmosphere and as this air density determines the maximum weight of fuel that can be effectively burned per working stroke in the cylinder, it also determines the maximum power that can be developed by the engine.
This may be of importance for auxiliary engines built to match a given alternator speed. For each type of engine, therefore, there is a top limit beyond which the engine should not be run continuously. It is not easy to determine this maximum continuous rating; in fact, it can only be satisfactorily established by exhaustive tests for each size and type of engine, depending on the state of development of the engine at the time. If a cylinder is overloaded by attempting to burn too much fuel, combustion may continue to the end of the working stroke and perhaps also until after exhaust has begun.
2C. A. 2 C . t r . 2C. 2C. A. 2C. 5 2 1 60 81 2 15 54 5 80 225 136 100 141 24 12 35 26 14 40 90 82 95 115 35 50 31 12 10 33 21 55 75 110 110 45 53 110 5 0 2 3 26 25 3 4 21 6 A shipbuilder will think of ship speed in terms of the trial performance in fair weather but to the shipowner ship speed is inevitably related to scheduled performance on a particular trade route. Sea trials are invariably run with the deadweight limited to fuel, fresh water and ballast. Because of the difference between loaded and trials draught, the hull resistance may be 25-30% greater for the same speed.