The difference in the thrust lever control comes from the different indications of N1 and EPR. As EPR is nearly linear to the thrust produced, you control the amount of thrust applied to the engines directly. N1 indication is not linear to the thrust. To get about 50% thrust, you need 80% N1, which makes control unprecise in higher thrust settings. That's also why in newer Airbuses, they mix the advantages of both indications. They use EPR, but show it as "% Thrust" which is easier to understand for the pilots, as you just control thrust directly from 0% to 100%.
I've just purchased the P3D v4 FSLabs A320 and I've been working my way through your fantastic tutorials. I was tempted to skip this one but glad I didn't! As usual, a lot of information expertly presented.
An dieser Stelle mal ein riesen Dankeschön an dich!! Deine Videos sind alle so kompetent gedreht und man lernt wirklich eine Menge, teilweise dinge die man im FCOM garnicht gelesen hatte :P
Hello ! Nice videos. It's great job. We are currently working on the engine response to TLA scale for IAE. Actually, part of the engine check at T/O is to set TLA at 12.5 which corresponds to the position you show for CFM and in ISA conditions and sea level you get around 50%N1. We are also working on the Unrated N1 mode as well. Engines should remain responsive in that mode and a certain number of protections are lost which can lead to problems in case of bad engine management.
The 3D modelling of FSLabs is outstanding, behind the N1 fanblades the detailed air inlet to the turbine core is visible. Today I learned that these legendary FSLabs Airbusses will come to Flight Simulator 20 and I am absolutely looking forward to this. Let´s see who comes up with the IAE turbines first: The Fenix update bringing winglets plus IAE, or the FS Labs Airbus release equipped with IAE engines ;)
Uh Linz - nice selection ;-) have been working there as a ground staff employee during my studies :-) Like the airport! What scenery are you using, JustSim?
Always depends on the certification process/customer demands. There are IAE engine types which have a higher thrust rating and hence a higher possible max ZFW/TOW/LW.
Fantastic video Blackbox!!! Looks like FightFactor's New yet to be released A320 for X-plane will feature the CFM option (Initially). Just wondering if you've had a chance to look at FF's new project and what you think so far?
danke für das tolle und lehrreiche Video! sehr interessant! wusste nicht dass es so viele Unterschiede bei den Triebwerken gibt. fliege aber lieber mit CFM :) alleine schon optisch sieht es besser aus finde ich.
As always an excellent video! Do you need a different type rating for the two engines or you get to learn about the differences between the two anyway?
Hi Blackie, Hope your well, my friend? We really are missing your great video's so much that I am losing interest in flying the A320's. Please come back soon or I'll have to dig out the Flight Yoke again? 🙃🙃😛
CFM has lesser climb power and is more costly to maintain if i am not wrong sir...and IAEs drawback is the loud roar that can scare passengers! but IAE is more efficient and 10times more power than CFM sir...please do correct me sir Thanks
Wie immer sehr informatives Video! Könntest Du in Details erklären was in der Startup Sequence genau abläuft? APU liefert Luft unter hohem Druck zum Startermotor der zB N2 zum Rotieren bringt etc? Besten Dank aus der Schweiz!
I'd be interested to know if there's any major difference in fuel efficiency and takeoff performance limitations between the 2 types - I know a lot of major airlines have IAE fleets, but seems like they're quite awkward to operate! In general higher bypass ratio = higher efficiency, although there could be other factors in the hot section design which influence performance...
That is a tough question to answer. The thing is that there are so many things influencing the efficiency and thrust rating of a jet engine. Also CFM and IAE keep upgrading their engines, so I have to admit that I am not up to date regarding the question which of those has a better fuel efficiency with regards to performance limitations. Maybe we have an expert here who has an answer to that.
Yeah yeah I struggle to climb to flight level that I set (normally 1000ft above optimum fl) with those iae engines. The speed normally dropped to green dot, or even stalled and then autopilot disengaged blahblahblah
Any chance you're interested in X-Plane? FlightFactor is developing an A320 with similar complexity to the FSLabs bus. More here: forums.x-plane.org/index.php?/forums/topic/121624-a320-ultimate-from-flightfactor/
Nun ja, sie haben das Hauptunterschied bei EPR/N1 überhaupt nicht genannt, die Schubkraft korreliert nicht linear zu N1, hier sieht die Kurve eher etwas logarithmisch in den niedrigen Drehzahlen aus, respektive korrespondiert bei hoher N1 Drehzahl eine lineare Änderung mit einer exponentiellen Schubkraftänderung. Bei einer EPR-Anzeige sind diese Zusammenhänge über den gesamten Leistungsbereich hin linear. Simple Flugmechanik
Moin. Sorry, aber dieses Video dient nicht als "Engine Perfomance" Unterricht. Tut mir leid wenn das Video nicht genug in die Tiefe für Sie geht. Happy Landings.
Blackbox711 das war definitiv nicht als negative Kritik gemeint, Ihr/dein Video überragt qualitativ alles was sonst jemals in diesem Thema hier hochgeladen wurde. Man kann in diesem Rahmen nicht alles total genau beschreiben dessen bin ich mir bewusst. Daher wollte ich meinen Kommentar eher als Anmerkung einbringen. BRGS
Vielen Dank für die Klarstellung! Ich freue mich immer wenn sich jemand deutlich detailierter mit einem Thema auskennt. Vor ein paar Wochen hatte ich jemanden, der sich hervorragend mit dem Thema "Center of Gravity" auskannte. Er hatte Aerodynamik studiert und somit deutlich mehr Ahnung von der Materie als ich. Sie scheinen sich hingegen mit dem Thema "Triebwerksleistung" sehr gut auszukennen. Auch dafür meine Anerkennung. Aber genau wie Sie bereits festgestellt haben, sprengt eine solche Detailtiefe den Rahmen meiner Videos. VG
![FSLabs A320 Basics: Operating Speed Definitions [4K]](http://i.ytimg.com/vi/QQZW0LmTFBg/mqdefault.jpg)
The difference in the thrust lever control comes from the different indications of N1 and EPR. As EPR is nearly linear to the thrust produced, you control the amount of thrust applied to the engines directly.
N1 indication is not linear to the thrust. To get about 50% thrust, you need 80% N1, which makes control unprecise in higher thrust settings.
That's also why in newer Airbuses, they mix the advantages of both indications. They use EPR, but show it as "% Thrust" which is easier to understand for the pilots, as you just control thrust directly from 0% to 100%.
Yet another A320 masterclass.
Thank you, BB. Much appreciated!
Thank you for the positive feedback!
I've just purchased the P3D v4 FSLabs A320 and I've been working my way through your fantastic tutorials. I was tempted to skip this one but glad I didn't! As usual, a lot of information expertly presented.
+Steve Ramsay .. glad you like my videos 👍🏼More to come in the future
Thank you so very much for your time and knowledge. We are ALL gifted by having you with us. 'Blackbox712' Dave.
An dieser Stelle mal ein riesen Dankeschön an dich!! Deine Videos sind alle so kompetent gedreht und man lernt wirklich eine Menge, teilweise dinge die man im FCOM garnicht gelesen hatte :P
Hi. Vielen Dank für die netten Worte! Leider ist so einiges tief im FCOM verborgen. Freut mich aber, wenn meine Tips hilfreich sind. Happy Landings!
Hello ! Nice videos. It's great job. We are currently working on the engine response to TLA scale for IAE. Actually, part of the engine check at T/O is to set TLA at 12.5 which corresponds to the position you show for CFM and in ISA conditions and sea level you get around 50%N1. We are also working on the Unrated N1 mode as well. Engines should remain responsive in that mode and a certain number of protections are lost which can lead to problems in case of bad engine management.
Correct, in unrated N1 Mode you need to be very careful not to bust any limits. Regards
Nice Video/Super Video Blackbox!
Thank you very much!
Excellent video and explanation always Blackbox Thank you
Thank you very much!
The 3D modelling of FSLabs is outstanding, behind the N1 fanblades the detailed air inlet to the turbine core is visible. Today I learned that these legendary FSLabs Airbusses will come to Flight Simulator 20 and I am absolutely looking forward to this. Let´s see who comes up with the IAE turbines first: The Fenix update bringing winglets plus IAE, or the FS Labs Airbus release equipped with IAE engines ;)
Indeed, the FSLabs in MSFS 2020 would be fantastic.
thanks for this video bb, been curious about this for quite some time
Great video BB! I've noticed there is a big difference in Oil Pressure between the two designs also.
Absolutely correct. The IAE engines have a lot higher oil pressure.
Wow very informative Video BB! The topic is so intresting in My opinion! Leared so much.
Danke !
Hi. Glad you enjoyed it :)
Sehr schöne Kamerafahrten und Aufnahmen! Auch sonst sehr informativ!
Vielen Dank!
Thank you for your Video really informative! I really like the CFM Engine, but i like the fanblades of the IAE more :D
+AviationT .. I agree.
Here from A330 Driver recommendation. 👍🏻
Hi. A big thank you to A330 Driver
Same ! 😁
Brilliant!
Uh Linz - nice selection ;-) have been working there as a ground staff employee during my studies :-) Like the airport! What scenery are you using, JustSim?
Jep, JustSim. Stay tuned, I have a video out soon showing the Visual Approach into Linz RWY 26.
Love your videos
Thank you Thomas
Why have the IAE engines the lower max ZFW / max landing weight?
Always depends on the certification process/customer demands. There are IAE engine types which have a higher thrust rating and hence a higher possible max ZFW/TOW/LW.
Fantastic video Blackbox!!! Looks like FightFactor's New yet to be released A320 for X-plane will feature the CFM option (Initially). Just wondering if you've had a chance to look at FF's new project and what you think so far?
Hi. No, unfortunately not. So I am also looking forward to any beta release in order to testfly that one! Regards
danke für das tolle und lehrreiche Video! sehr interessant! wusste nicht dass es so viele Unterschiede bei den Triebwerken gibt. fliege aber lieber mit CFM :) alleine schon optisch sieht es besser aus finde ich.
Another incredible explanation thank you so mutch!
Thank you Bruno. Glad you like it
As always an excellent video! Do you need a different type rating for the two engines or you get to learn about the differences between the two anyway?
Hi. Thank you. No, you only need one type rating for the A320. Learning about the differences is enough. Regards
Hi Blackie, Hope your well, my friend? We really are missing your great video's so much that I am losing interest in flying the A320's. Please come back soon or I'll have to dig out the Flight Yoke again? 🙃🙃😛
Hi. Did you check out my new Short Videos?
Very well explained, thanks. Did you fly on both IAEs and CFMs? If so which did you like better? :)
+Adrian Koola .. yes flew both variants and personally enjoyed the IAE more
Great.. Informative video👏
CFM engines for life.
IAE engines for happy crash
Great video
Thank you very much
Very interesting, thanks BB ☺
Thank you for watching!
CFM has lesser climb power and is more costly to maintain if i am not wrong sir...and IAEs drawback is the loud roar that can scare passengers! but IAE is more efficient and 10times more power than CFM sir...please do correct me sir
Thanks
Wie immer sehr informatives Video! Könntest Du in Details erklären was in der Startup Sequence genau abläuft? APU liefert Luft unter hohem Druck zum Startermotor der zB N2 zum Rotieren bringt etc?
Besten Dank aus der Schweiz!
Hi. Vielen Dank. Wäre durchaus ein Video wert. Grüße in die Schweiz
Thanks !!
Does the B777-200 ( RR & PW ENGs ) got the similar function (N1 mode) ?
That is a tough question. I would assume that to be the case, but I never flew the 777, so I cannot say this for sure.
Yes. Switching the EEC to ALTN mode provides N1 control.
Thanks for your answer :)
So cross checking and comparing the EPR and N1 values is really the best way to go?
+Zachary Sylvester ... yes, that would give you a complete picture. Especially when dealing with engine problems
I'd be interested to know if there's any major difference in fuel efficiency and takeoff performance limitations between the 2 types - I know a lot of major airlines have IAE fleets, but seems like they're quite awkward to operate! In general higher bypass ratio = higher efficiency, although there could be other factors in the hot section design which influence performance...
That is a tough question to answer. The thing is that there are so many things influencing the efficiency and thrust rating of a jet engine. Also CFM and IAE keep upgrading their engines, so I have to admit that I am not up to date regarding the question which of those has a better fuel efficiency with regards to performance limitations. Maybe we have an expert here who has an answer to that.
lol, BB is asking for an "expert". How ironic is that? ;)
Well, my knowledge only has a certain depth on this topic. So if someone studied aircraft performance, their knowledge will be superior to mine.
True that, but your knowledge is already amazing for me. ;)
I have always loved IAE more than CFM
Really awesome, you should stop raising the bar eventually BB, ;-)
Hey Arzabico, I can't ;-) Thanx to you guys
Excellent video!! What is the function of the crank on the eng mode selector?
To turn the engine without fuel and ignition. Either to test or blow out residual fuel
@@Blackbox711 Thank you so much!!
Great video! Nice channel ! 5ubscribed
Yeah yeah I struggle to climb to flight level that I set (normally 1000ft above optimum fl) with those iae engines. The speed normally dropped to green dot, or even stalled and then autopilot disengaged blahblahblah
+ERDONG ZHOU .. why do you fly 1000 ft above optimum altitude?
PFPX said that was ok to fly that high lol
Any chance you're interested in X-Plane? FlightFactor is developing an A320 with similar complexity to the FSLabs bus.
More here:
forums.x-plane.org/index.php?/forums/topic/121624-a320-ultimate-from-flightfactor/
Nun ja, sie haben das Hauptunterschied bei EPR/N1 überhaupt nicht genannt, die Schubkraft korreliert nicht linear zu N1, hier sieht die Kurve eher etwas logarithmisch in den niedrigen Drehzahlen aus, respektive korrespondiert bei hoher N1 Drehzahl eine lineare Änderung mit einer exponentiellen Schubkraftänderung. Bei einer EPR-Anzeige sind diese Zusammenhänge über den gesamten Leistungsbereich hin linear. Simple Flugmechanik
Moin. Sorry, aber dieses Video dient nicht als "Engine Perfomance" Unterricht. Tut mir leid wenn das Video nicht genug in die Tiefe für Sie geht. Happy Landings.
Blackbox711 das war definitiv nicht als negative Kritik gemeint, Ihr/dein Video überragt qualitativ alles was sonst jemals in diesem Thema hier hochgeladen wurde. Man kann in diesem Rahmen nicht alles total genau beschreiben dessen bin ich mir bewusst. Daher wollte ich meinen Kommentar eher als Anmerkung einbringen. BRGS
Vielen Dank für die Klarstellung! Ich freue mich immer wenn sich jemand deutlich detailierter mit einem Thema auskennt. Vor ein paar Wochen hatte ich jemanden, der sich hervorragend mit dem Thema "Center of Gravity" auskannte. Er hatte Aerodynamik studiert und somit deutlich mehr Ahnung von der Materie als ich. Sie scheinen sich hingegen mit dem Thema "Triebwerksleistung" sehr gut auszukennen. Auch dafür meine Anerkennung. Aber genau wie Sie bereits festgestellt haben, sprengt eine solche Detailtiefe den Rahmen meiner Videos. VG
Oh, here we have our expert! Sadly noticed, that he can't write in english as all the others do...
Well, i think it's my decision witch language to choose, wouldn't you agree ;)
p3dv4?
No, FSLabs isn't out yet for P3D V4
Blackbox711 thank yon