text: be expected to vary as the square of the rota- 
  tive speed, N. However, since a variation in 
  rotative speed will alter airflow, 
  fuel flow, 
  compressor and turbine efficiency, etc., the 
  thrust variation will be much greater than 
  just the second power of rotative speed. In- 
  stead of thrust being proportional 
  to iV2, the 
  typical fixed geometry engine develops thrust 
  approximately proportional to N3.6. Of course, 
  such a variation is particular to constant alti- 
  tude and speed. 
  
  Figure 2.10 illustrates the variation of per- 
  cent maximum thrust with percent maximum 
  RPM for a ‘typical 
  fixed geometry engine. 
  Typical values from this graph are as follows: 
  
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              [html]<thead><tr><td>Percent max. RPM</td><tdcolspan="2">Percent nux. times</td></tr><tr><td>100</td><td>100 ( of course )</td><td>99</td></tr></thead><tbody><tr><td>96.5</td><td>95</td><td>83.6</td></tr><tr><td>90</td><td>69.2</td><td>80</td></tr><tr><td>45.8</td><td>70</td><td>28.7</td></tr><tr></tr><tr></tr></tbody>
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