AEROMOTIVE Part 2
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The Aircraft Propulsion the Aircraft Propulsion
THE AIRCRAFT PROPULSION Aircraft propulsion Contact: Ing. Miroslav Šplíchal, Ph.D. [email protected] Office: A1/0427 Aircraft propulsion Organization of the course Topics of the lectures: 1. History of AE, basic of thermodynamic of heat engines, 2-stroke and 4-stroke cycle 2. Basic parameters of piston engines, types of piston engines 3. Design of piston engines, crank mechanism, 4. Design of piston engines - auxiliary systems of piston engines, 5. Performance characteristics increase performance, propeller. 6. Turbine engines, introduction, input system, centrifugal compressor. 7. Turbine engines - axial compressor, combustion chamber. 8. Turbine engines – turbine, nozzles. 9. Turbine engines - increasing performance, construction of gas turbine engines, 10. Turbine engines - auxiliary systems, fuel-control system. 11. Turboprop engines, gearboxes, performance. 12. Maintenance of turbine engines 13. Ramjet engines and Rocket engines Aircraft propulsion Organization of the course Topics of the seminars: 1. Basic parameters of piston engine + presentation (1-7)- 3.10.2017 2. Parameters of centrifugal flow compressor + presentation(8-14) - 17.10.2017 3. Loading of turbine blade + presentation (15-21)- 31.10.2017 4. Jet engine cycle + presentation (22-28) - 14.11.2017 5. Presentation alternative date Seminar work: Aircraft engines presentation A short PowerPoint presentation, aprox. 10 minutes long. Content of presentation: - a brief history of the engine - the main innovation introduced by engine - engine drawing / cross-section - -
Napier Sabre Engines Will Be Found on Page L75
STAITDARDIZRD DATA PAGES FOR RECIPROCATIITG EITCTI\ES Standardized data pages are used to present the specifieations of the basic aircraft engines and airhorne auxiliary units described and illustrated in the followirg section of the book. The arrangeme'nt of the data on the standardi zed" data pages is as f ollows : First, there is a concise description of the engine, its construe tion and the major accessories with which it is equipped. Then, in tabular form, there are items such as bore, stroke, displacement (swept vol- ume), compression ratio, overall dimensions, frontal areae total weight and weight per maximum horsepolyer. F'uel and lubricating oiX eonsumptions at cruising output are given in units of weight. The fuel grade and the viscosity of the lubricating oil at 210o F" (100o C) also are specified. Efficiency figures such as maximum power output per unit of dis- placement, maximum polver output per unit of piston area) maximum piston speed and maximum brake mean effective pressure have been ealculated for comparative purposes. Finally, the various horsepower ratings of the engine are given, such as; Take-off rating, or the maxinrum horsepower which it is per- missibil to ,ruJ at sea level and at low altitrdes. flrlilitary (combat) rating, or the maximum horsepower which it is perrnissib]e to use for military purposes at various alti- tudes. fVorrual rating,, or the ntaximum horsepower which the engine can deliver continuously for climh without undue stress" Cruising ratirug, or the maximum horsepo\,ver recommended for continuous operation consistent with reasonable fuel econ- omy. Ern,ergerlcy rating, or the marximum horsepower which it is permissible use a _ to for short period of time in an ernergency. -
19FFL-0023 2-Stroke Engine Options for Automotive Use: a Fundamental Comparison of Different Potential Scavenging Arrangements for Medium-Duty Truck Applications
Citation for published version: Turner, J, Head, RA, Chang, J, Engineer, N, Wijetunge, RS, Blundell, DW & Burke, P 2019, '2-Stroke Engine Options for Automotive Use: A Fundamental Comparison of Different Potential Scavenging Arrangements for Medium-Duty Truck Applications', SAE Technical Paper Series, pp. 1-21. https://doi.org/10.4271/2019-01-0071 DOI: 10.4271/2019-01-0071 Publication date: 2019 Document Version Peer reviewed version Link to publication The final publication is available at SAE Mobilus via https://doi.org/10.4271/2019-01-0071 University of Bath Alternative formats If you require this document in an alternative format, please contact: [email protected] General rights Copyright and moral rights for the publications made accessible in the public portal are retained by the authors and/or other copyright owners and it is a condition of accessing publications that users recognise and abide by the legal requirements associated with these rights. Take down policy If you believe that this document breaches copyright please contact us providing details, and we will remove access to the work immediately and investigate your claim. Download date: 27. Sep. 2021 Paper Offer 19FFL-0023 2-Stroke Engine Options for Automotive Use: A Fundamental Comparison of Different Potential Scavenging Arrangements for Medium-Duty Truck Applications Author, co-author (Do NOT enter this information. It will be pulled from participant tab in MyTechZone) Affiliation (Do NOT enter this information. It will be pulled from participant tab in MyTechZone) Abstract For the opposed-piston engine, once the port timing obtained by the optimizer had been established, a supplementary study was conducted looking at the effect of relative phasing of the crankshafts The work presented here seeks to compare different means of on performance and economy. -
Aircraft Propulsion C Fayette Taylor
SMITHSONIAN ANNALS OF FLIGHT AIRCRAFT PROPULSION C FAYETTE TAYLOR %L~^» ^ 0 *.». "itfnm^t.P *7 "•SI if' 9 #s$j?M | _•*• *• r " 12 H' .—• K- ZZZT "^ '! « 1 OOKfc —•II • • ~ Ifrfil K. • ««• ••arTT ' ,^IfimmP\ IS T A Review of the Evolution of Aircraft Piston Engines Volume 1, Number 4 (End of Volume) NATIONAL AIR AND SPACE MUSEUM 0/\ SMITHSONIAN INSTITUTION SMITHSONIAN INSTITUTION NATIONAL AIR AND SPACE MUSEUM SMITHSONIAN ANNALS OF FLIGHT VOLUME 1 . NUMBER 4 . (END OF VOLUME) AIRCRAFT PROPULSION A Review of the Evolution 0£ Aircraft Piston Engines C. FAYETTE TAYLOR Professor of Automotive Engineering Emeritus Massachusetts Institute of Technology SMITHSONIAN INSTITUTION PRESS CITY OF WASHINGTON • 1971 Smithsonian Annals of Flight Numbers 1-4 constitute volume one of Smithsonian Annals of Flight. Subsequent numbers will not bear a volume designation, which has been dropped. The following earlier numbers of Smithsonian Annals of Flight are available from the Superintendent of Documents as indicated below: 1. The First Nonstop Coast-to-Coast Flight and the Historic T-2 Airplane, by Louis S. Casey, 1964. 90 pages, 43 figures, appendix, bibliography. Price 60ff. 2. The First Airplane Diesel Engine: Packard Model DR-980 of 1928, by Robert B. Meyer. 1964. 48 pages, 37 figures, appendix, bibliography. Price 60^. 3. The Liberty Engine 1918-1942, by Philip S. Dickey. 1968. 110 pages, 20 figures, appendix, bibliography. Price 75jf. The following numbers are in press: 5. The Wright Brothers Engines and Their Design, by Leonard S. Hobbs. 6. Langley's Aero Engine of 1903, by Robert B. Meyer. 7. The Curtiss D-12 Aero Engine, by Hugo Byttebier. -
Napier Sabre VII
55° FLIGHT Napier Sabre VII Over 3,000 b.h.p. for Take-off tLowest Specific Weight of Any Pro- duction Piston Engine EGULAR readers of Flight may remember that a octane fuel are no longer burned to produce only hot water, detailed description of the Sabre engine was given which is immediately cooled again; by using regenerative R in the March 23rd, 1944, issue, together with a good dynamometers the power output is used to produce elec- many illustrations, including a special cut-away drawing; tricity for the factory and outside supply, and an example but the subject of that description was the Mk. II, whereas of the output is that if a Sabre is running on a Sunday the latest Sabre is the Mk. VII. (when the factory is not working) the electricity generated Series II engines were developed in three guises, the II, by a single engine is sufficient to supply the entire demand IIA and IIB, in which the boost pressures were progressively from the whole Willesden area and still leave sufficient increased and the power outputs stepped-up from 2,090 over for feeding into the national grid system. to 2,220 and then to 2,420 b.h.p. Weight had also in- creased, but not proportionally, so that specific weight Teetliing Troubles Cured went down respectively from 1.12 to 1.06 until, with the As with all engines developed at high pressure during IIB, it dropped below unity with the value of 0.981b. /b.h.p. the war, teething troubles were experienced with the Sabre. -
Aviation Fuels Technical Review
Aviation Fuels Technical Review Chevron Global Aviation Chevron Products Company 1500 Louisiana Street Houston, TX 77002 www.chevronglobalaviation.com/ga/ga_operational.asp Chevron Products Company is a division of a wholly owned subsidiary of Chevron Corporation. © 2006 Chevron Corporation. All rights reserved. Chevron is a trademark of Chevron Corporation. Recycled/RecyclableRecycled/recyclable paper paper 2M CBRES GIDC 5723 10/06 MS-9891 (10/06) Table of Contents Notes General Introduction ..................................................... i 8 • Aviation Gasoline Performance.............................. 45 Performance Properties 1 • Aviation Turbine Fuel Introduction ........................... 1 Cleanliness Types of Fuel Safety Properties Fuel Consumption 9 • Aviation Gasoline 2 • Aviation Turbine Fuel Performance ........................... 3 Specifications and Test Methods ............................ 54 Performance Properties Specifications Cleanliness Future Fuels Safety Properties Test Methods Emissions 10 • Aviation Gasoline Composition ............................. 63 3 • Aviation Turbine Fuel Composition Specifications and Test Method ..............................14 Property/Composition Relationships Specifications Additives Test Methods 11 • Aviation Gasoline Refining ................................... 66 4 • Aviation Turbine Fuel Composition ..........................24 Alkylation Base Fuel Avgas Blending Property/Composition Relationships 12 • Aircraft Piston Engines ......................................... 68 Chemistry -
Hawker Tempest
Hawker Tempest Hawker Tempest Hawker Tempest II, RAF Museum, Hendon Type Fighter/Bomber Manufacturer Hawker Aircraft Limited Maiden flight 2nd September 1942 Introduced 1944 Status Retired Primary users Royal Air Force Royal New Zealand Air Force Number built 1,702 The Hawker Tempest was a Royal Air Force (RAF) fighter aircraft of World War II, an improved derivative of the Hawker Typhoon, and one of the most powerful fighters used in the war. Development While Hawker and the RAF were struggling to turn the Typhoon into a useful aircraft, Hawker's Sidney Camm and his team were rethinking the design at that time in the form of the Hawker P. 1012 (or Typhoon II). The Typhoon's thick, rugged wing was partly to blame for some of the aircraft's performance problems, and as far back as March 1940 a few engineers had been set aside to investigate the new laminar flow wing that the Americans had used in the P-51 Mustang. The laminar flow wing had a maximum chord, or ratio of thickness to length of the wing cross section, of 14.5 %, in comparison to 18 % for the Typhoon. The maximum thickness was further back towards the middle of the chord. The new wing was originally longer than that of the Typhoon at 43 ft (13.1 m), but the wingtips were clipped and the wing became shorter than that of the Typhoon at 41 ft (12.5 m). The new wing cramped the fit of the four Hispano 20 mm cannon that were being designed into the Typhoon. -
7.Napier Multicylinder Engines : Alan Vessey
The Piston Engine Revolution The Multi-Cylinder Approach contributed by D. Napier & Son Ltd to Piston Engine Development, 1898 – 1950. Alan Vessey Napier Power Heritage Trust. D. Napier & Son Ltd, Engineers of London founded in 1808, were led from 1896 by second generation Engineering Director Montague S. Napier, who both designed and developed internal combustion piston engines with two, four or six cylinders, for automobile and marine propulsion, but by 1920 had produced a first sixteen-cylinder Napier 1000 bhp aero engine. During his twenty-year search for improved volumetric efficiency M.S. Napier utilised multiple poppet valves, with operation ranging from Atmospheric Pressure to Double Overhead Camshafts. Development of the twelve-cylinder “Triple Four or Lion” aero engine from 1917 with new 20 type series spanning a twenty-year period led by designers Napier, Rowledge and Wilkinson, will be analysed, as the power output rose from 450 to 1350 bhp when supercharged. Its airborne achievements included two Schneider Trophy successes, these being followed by powering many British World Records in the air, on land and on water. Design of M.S. Napier’s twenty-four- cylinder diesel aero engine preceded his death in 1931, after which the multi-cylinder, air-cooled designs of Frank Halford appeared, these having poppet valves, as the high revving sixteen-cylinder “Rapier” and twenty- four-cylinder “Dagger” aero engines. Capt. George Wilkinson continued with diesels, the six-cylinder aero “Culverin” having twelve opposed pistons – built under license from Junkers – these anticipating the Napier eighteen- cylinder ”Deltic” opposed piston marine diesel engines, to be reviewed from 1946. -
National Air & Space Museum Technical Reference Files: Propulsion
National Air & Space Museum Technical Reference Files: Propulsion NASM Staff 2017 National Air and Space Museum Archives 14390 Air & Space Museum Parkway Chantilly, VA 20151 [email protected] https://airandspace.si.edu/archives Table of Contents Collection Overview ........................................................................................................ 1 Scope and Contents........................................................................................................ 1 Accessories...................................................................................................................... 1 Engines............................................................................................................................ 1 Propellers ........................................................................................................................ 2 Space Propulsion ............................................................................................................ 2 Container Listing ............................................................................................................. 3 Series B3: Propulsion: Accessories, by Manufacturer............................................. 3 Series B4: Propulsion: Accessories, General........................................................ 47 Series B: Propulsion: Engines, by Manufacturer.................................................... 71 Series B2: Propulsion: Engines, General............................................................ -
October 2017 October Lunch
ROYAL AIR FORCE OFFICERS’ CLUB Johannesburg P.O. Box 69726 BRYANSTON 2021 [email protected] www.rafoc.org President: David MacKinnon-Little Vice Presidents: David Lake , Geoff Quick, Basil Hersov Chairman: Bruce Harrison [email protected] Tel: 011 673 0291 Cell: 083 325 0025 Vice Chairman: Jon Adams [email protected] Tel: 011 678 7702 Cell: 082 450 0616 Hon. Secretary: Colin Francis Tel: 011 706 4554 Cell: 082 853 8368 Hon. Treasurer: Jeff Earle Tel: 011 616 3189 Cell: 083 652 1002 Committee Members: Russell Swanborough Tel: 011 884 2611 Cell: 083 263 2740 Karl Jensen Tel: 011 234 0598 Cell: 082 331 4652 Jean-Michel Girard Cell: 083 659 1067 Geoff Fish Tel: 012 667 2759 Cell: 083 660 9697 Rob Tannahill Tel: 011 888 6074 Cell: 082 806 6779 Bank Account : Nedbank - Melrose Arch Br: 19 66 05 Account 19 66 278 063 NEWSLETTER – OCTOBER 2017 OCTOBER LUNCH: The Lunch was attended by 41 members and guests – a bit down on normal due to the “Sun ‘n Fun” in Rustenburg that was attended by some members. (This event proved to be a bit of a “rain dance” and Joburg enjoyed some very welcome rain...) The food was its normal high standard with grilled hake on a masala mash, which was very tasty. With Eskom and its shenanigans in the headlines yet again, John Ledger gave us a deep insight into the SA power industry and especially Eskom. He pulled no punches on why the electricity supplier is in a poor situation, which started in 1994 and got progressively worse as the years went by. -
The Development of the Single Sleeve Valve Two-Stroke Engine Over the Last 110 Years
energies Review The Silent Path: The Development of the Single Sleeve Valve Two-Stroke Engine over the Last 110 Years Robert Head * and James Turner Mechanical Engineering, Faculty of Engineering and Design, University of Bath, Bath BA2 7AY, UK; [email protected] * Correspondence: [email protected]; Tel.: +44-0789-561-7437 Abstract: At the beginning of the 20th century the operational issues of the Otto engine had not been fully resolved. The work presented here seeks to chronicle the development of one of the alternative design pathways, namely the replacement for the gas exchange mechanism of the more conventional poppet valve arrangement with that of a sleeve valve. There have been several successful engines built with these devices, which have a number of attractive features superior to poppet valves. This review moves from the initial work of Charles Knight, Peter Burt, and James McCollum, in the first decade of the 20th century, through the work of others to develop a two-stroke version of the sleeve- valve engine, which climaxed in the construction of one of the most powerful piston aeroengines ever built, the Rolls-Royce Crecy. After that period of high activity in the 1940s, there have been limited further developments. The patent efforts changed over time from design of two-stroke sleeve-drive mechanisms through to cylinder head cooling and improvements in the control of the thermal expansion of the relative components to improve durability. These documents provide a foundation for a design of an internal combustion engine with potentially high thermal efficiency. Keywords: two-stroke; sleeve valves; patents Citation: Head, R.; Turner, J. -
Number 7 SMITHSONIAN ANNALS of FLIGHT SMITHSONIAN AIR
Number 7 SMITHSONIAN ANNALS OF FLIGHT SMITHSONIAN AIR AND SPACE MUSEUM & SERIAL PUBLICATIONS OF THE SMITHSONIAN INSTITUTION The emphasis upon publications as a means of diffusing knowledge was expressed by the first Secretary of the Smithsonian Institution. In his formal plan for the Insti tution, Joseph Henry articulated a program that included the following statement: "It is proposed to publish a series of reports, giving an account of the new discoveries in science, and of the changes made from year to year in all branches of knowledge." This keynote of basic research has been adhered to over the years in the issuance of thousands of titles in serial publications under the Smithsonian imprint, com mencing with Smithsonian Contributions to Knowledge in 1848 and continuing with the following active series: Smithsonian Annals of Flight Smithsonian Contributions to Anthropology Smithsonian Contributions to Astrophysics Smithsonian Contributions to Botany Smithsonian Contributions to the Earth Sciences Smithsonian Contributions to Paleobiology Smithsonian Contributions to Zoology Smithsonian Studies in History and Technology In these series, the Institution publishes original articles and monographs dealing with the research and collections of its several museums and offices and of professional colleagues at other institutions of learning. These papers report newly acquired facts, synoptic interpretations of data, or original theory in specialized fields. These pub lications are distributed by mailing lists to libraries, laboratories, and other interested institutions and specialists throughout the world. Individual copies may be obtained from the Smithsonian Institution Press as long as stocks are available. S. DILLON RIPLEY Secretary Smithsonian Institution The Curtiss D-12 Aero Engine Curtiss D-12-E engine, 435 hp, 1930.