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By Gordon C. Oates

A complete assurance of the major actual thoughts that govern fuel turbine propulsion structures. issues comprise combustion expertise, engine/airplane functionality matching, inlets and inlet/engine integration, variable convergent/divergent nozzle aerodynamics, and extra.

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Donier Do 335

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This occurrence has caused turbines to overheat or fail. Except for possible Reynolds number effects, Fig. 16 also applies to various flight conditions. If the design point designates sea-level static conditions, the extreme right of curve C-C designates subsonic flights in the stratosphere, where the inlet temperatures are low. This operating point provides the highest specific power and best engine efficiency available in this example. Compressor stall and possibly surge is encountered again at supersonic flight speeds, where ETR is lowered at a given turbine inlet temperature because compressor inlet temperature is elevated.

DESIGN AND DEVELOPMENT a) Flow about a cylinder (from Prandtl-Tietjens). b) Smooth flow about an airfoil (from Prandtl). c) Separated flow about an airfoil (from Prandtl). Fig. 34 Examples of flow about isolated bodies. 35d was taken a short time later. The disturbed flow in this view had just about reached the top of the cylinder. Right after this point in time, the eddy was washed downstream by the surrounding flow. The process was then more or less repeated over and over again. In general, the opposite sides of a cylinder take turns in generating and discarding eddies.

One aspect of this need is well stated in Chapter 4 of Ref. 2. 6 LOSSES IN A V A I L A B L E E N E R G Y The term losses describes the difference between the energy ideally needed to propel an airplane a given distance and the latent energy of the fuel actually consumed. The use of efficiencies has implied the existence of losses without identifying their cause. Since minimizing losses is a major function of engine design, it is now appropriate to review the sources of various losses in engines.

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