![]() ![]() Overall, it works best between 8,000 and 15,000 m altitude. Being capable of sustained Mach 2 flight even with low tech plane parts, it is a good first choice for medium range flight, while real long range missions may be more convenient with a high speed engine, trading in some fuel efficiency for reduced flight time. It is rated at 10,500 s, making it the second most fuel-efficient engine, only the far more advanced 'Goliath' beating it. ![]() The I sp stays constant over the full range of application, which is a big change compared to KSP in pre-1.0 versions. Going faster, the thrust drops considerably quick, limiting usage to about Mach 2.1. Up to Mach 0.5 the thrust drops to about 80%, recovering to 95% at about Mach 1.5. Similar to the other two low-speed engines, its thrust does not increase with speed, in contrast to the high-speed engines. Thrust output also varies with speed, although far less than on the more advanced engines. Note that the behavior between these points (as shown in the part stats) is slightly non-linear. At about 8,000 m it generates just 48 kN, and at about 15,000 m it generates no more than 13.7 kN, ceasing to work entirely at about 22,900 m, which is remarkeably more than in prior versions (~15,600 m). Its maximum stationary thrust is rated at 120 kN at sea level. below 5,000 m), since the engine's extreme maneuverability may allow the aircraft to perform turns sharply enough to break up in flight.Ī high performance jet engine with a variable geometry thrust vectoring nozzle and an afterburner for extra thrust.The wheesley's thrust revert allows planes to have it at the front of its fuselage and still function normallyĪs with all jet engines, its thrust decreases significantly with altitude. Under some circumstances, you may want to reduce the engine gimbal range or disable it altogether, particularly when flying at high speeds (e.g. with a thrust vectoring range of only 3 degrees. For comparison, the second most maneuverable engine is the CR-7 R.A.P.I.E.R. This makes jets built using this engine considerably more maneuverable. It's also worth noting that this engine has the widest thrust vectoring range of all of the jet engines, with a full 10-degree range in all directions. Which makes this engine ideal for those missions which require doing many science activities above particular altitudes. Or it can supercruise at three times the speed of an equivalent Wheesley jet (with nearly equal fuel efficiency) at 15,000 m altitude. Be aware that heat buildup can gradually become a problem when the afterburners are used in sustained flight.Ī well-designed jet with this engine and with the afterburner lit, flown properly, can momentarily climb to 30,000 m altitude. ![]() This is particularly useful for pairs of engines, since this makes it possible to keep the thrust equal when activating the afterburners. You can do that by right-clicking the engine and clicking "Toggle Mode." Alternatively, you can assign the afterburner toggle (labelled "switch mode") to an action group if you wish to activate it with a hotkey. Note that you need to activate the afterburner ("Wet Mode") manually. Visualization of the thrust multiplier curves for atmospheric pressure It seems to be based on the General Electric F-404 Afterburning Turbofan, which shares the same name and maximum thrust (85 kN dry). This can make it a good alternative for when you want something that can be controllable and doesn't need excessive heat shielding, but still need to be able to go incredibly fast if necessary, at the expense of increased fuel consumption. The second, Wet mode, uses the afterburner to produce thrust almost equal to the J-X4 "Whiplash" Turbo Ramjet Engine, but at a considerably reduced fuel efficiency. It has two modes: The first, Dry mode, is similar to that of the J-33 "Wheesley" Basic Jet Engine, with a bit more thrust. The J-404 "Panther" Afterburning Turbofan is a jet engine added in version 1.0.5. ![]()
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