## 7 Discussion  
One of the advantages of our methods is that each parameter in the calculation algorithm is calculated successively, with the purpose of determining the main parameters. For instance, the mass air flow was not preferred to be defined as an explicit global formula because only the flow will be determined, and in our case, the determination of \begin{table}
\begin{tabular}{c c c c c c c c} \hline \hline \multicolumn{2}{c}{**Parameter Measured**} & \multicolumn{2}{c}{\begin{tabular}{c} **Parameter** \\ **Calculated** \\ \end{tabular} } & \multicolumn{2}{c}{\
\begin{tabular}{c} **Parameter** \\ **Measured** \\ \end{tabular} } & \multicolumn{2}{c}{
\begin{tabular}{c} **Parameter Calculated** \\ **Parameter** \\ \end{tabular} } \\ \hline \(N_{GG}\) [\%] & F\({}_{f}\) [kg/s] & G\({}_{f}\) [kg/s] & \(T_{3,t}\) [K] & P [kW] & \(p_{4,t}\) [bar a] & \(T_{4,t}\) [K] & \(\pi_{T,t}\) [\(\cdot\)] & \(\eta_{T,t}\) [\(\cdot\)] \\ \hline
99.11 & 0.109 & 7.545 & 1140.0 & 1027.5 & 1.069 & 783.5 & 5.627 & 0.833 \\ \hline \hline \end{tabular}
\end{table} 
Table 6: Measured and calculated parameters at maximum working regime on the test bench, part one. \begin{table}
\begin{tabular}{c c c c c c} \hline \hline \multicolumn{2}{c}{**Data from Manual at Sea Level Conditions \(T_{0}=15\ ^{\circ}\)C, \(p_{0}=1.01325\) bar a**} \\ \hline Takeoff & \(N_{GG}\) [\%] & \(P\) [kW] & \(F_{f}\) [kg/s] & \(T_{3,t}\) [\({}^{\circ}\)C] & \(\pi_{C,t}\) [\(\cdot\)] & \(M_{af}\) [kg/s] \\ \cline{2-6} regime & 98.5 & 1103 & 0.1145 & 875 & - & - \\ \hline \hline \end{tabular}
\end{table} 
Table 4: Engine data for takeoff regime, based on the engine manual. \begin{table}
\begin{tabular}{c c c c c c c} \hline \hline \multicolumn{2}{c}{**Data from Other Sources at Sea Level Conditions \(T_{0}=15\ ^{\circ}\)C, \(p_{0}=1.01325\) bar a**} \\ \hline Takeoff & \(N_{GG}\) [\%] & \(P\) [kW] & \(F_{f}\) [kg/s] & \(T_{3,t}\) [\({}^{\circ}\)C] & \(\pi_{C,t}\) [\(\cdot\)] & \(M_{af}\) [kg/s] \\ \cline{2-6} regime & - & 1103 & 0.1145 & 807 1 & 6.6 & Max 8.0 \\ \hline \hline \end{tabular}
\end{table} 
Table 5: Engine data for takeoff regime, based on outside sources. all parameters was aimed at. For the same reason, it was applied on most of the engine main parameters. To compare the measured data that were obtained at 24.3 \({}^{\circ}\)C and 1.004 bar absolute with the calculated data and the data from the manual [13], it is necessary to correct [11] the measured data with temperature and pressure from the sea level standard atmospheric condition (\(T_{0}=15\)\({}^{\circ}\)C, \(p_{0}=1.01325\) bar a). The corrected results from our analysis are presented in the Tables 8 and 9 below. Therefore, the engine measured and calculated main parameters, such as power, fuel flow, total turbine temperature and mass air flow, can be compared with the data from the manufacturer data by using the differences in percentage values which are defined by the next equations [16]. \[\Delta P=\frac{P_{cr}}{\left(P\right)_{m}}\cdot 100-100\ [\%] \tag{70}\]  
\[\Delta F_{f}=\frac{F_{f,cr}}{\left(F_{f}\right)_{m}}\cdot 100-100\ [\%] \tag{71}\]  
\[\Delta T_{3,t}=\frac{T_{3,tcr}}{\left(T_{3,t}\right)_{m}}\cdot 100-100\ [\%] \tag{72}\]  
\[\Delta M_{af}=\frac{M_{af,cr}}{\left(M_{af}\right)_{m}}\cdot 100-100\ [\%] \tag{73}\]  
From these results, it can be observed that the higher difference is 5.5% and the rest are lower than 5%. From this, it can be noted that the limit error of acceptability is exceeded marginally. It is to be noted that, for the calculated data, except the bellmouth which has four instrumentation points, because of the engine's limited possibilities to be instrumented, the compressor and turbine have only one instrumentation point for each measured parameter. In this case, the parameter values for each working regime are defined only by one measure point.