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Jet Engine
Engine : Engine is the heart of aircraft. It is the machine used to drive the
aircraft .
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TYPES OF ENGINE :

1 RAM JET
2 PULSE JET
3 ROCKET JET
4 GAS TURBINE
5TURBO /ROCKET



RAM JET







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The ram jet engine is an aero-thermodynamic-duct to give it its full name. It
has no major rotating parts and consists of a duct with a divergent entry and a
convergent or of doing this, but in all instances the resultant reaction or thrust
exerted on the engine is proportional to the mass or weight of air expelled by
the engine and to the velocity change Imparted to it. In other words, the same
thrust can be provided either by giving a large mass of air a little extra velocity
or a small mass of air a large extra convergent-divergent exit
The pulse jet engine uses the principle of intermittent combustion and
Unlike the ram jet it can be run at a static condition. The engine is formed
by an aerodynamic duct similar to the ram jet but,due to the higher
pressures involved, it is of more robust construction. The duct inlet has a
series of inlet valves that are spring-loaded into the open position. Air
drawn through the open valves passes into the combustion chamber and is
heated by the burning of fuel injected into the chamber.
pulse jet engine


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rocket engine

Although a rocket engine is a jet engine, it has one major difference in that it
does not use atmospheric air as the propulsive fluid stream. Instead, it
produces its own propelling fluid by the combustion of liquid or chemically
decomposed fuel with oxygen, which it carries, thus enabling it to operate
outside the earths atmosphere. It is, therefore, only suitable for operation over
short periods.
The gas turbine
The gas turbine to jet propulsion has avoided the inherent weakness of
the rocket and the athodyd, for by the introduction of a turbine-driven
compressor a means of producing thrust at low speeds is provided. The
turbo-jet engine operates on the working cycle as described in Part.
It draws air from the atmosphere and after compressing and heating it,
a process that occurs in all heat engines, the energy and momentum
given to the air forces it out of the propelling nozzle at a velocity of up to
2,000 feet per second or about 1,400 miles per hour. On its way through
the engine, the air gives up some of its energy and momentum to drive
the turbine that powers the compressor.
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Working cycle and airflow
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WORKING CYCLE
The working cycle of the gas turbine engine is similar to that of the four-stroke piston
engine. However, in the gas turbine engine, combustion occurs at a constant pressure,
whereas in the piston engine it occurs at a constant volume. Both engines Cycles (fig. 2-1)
show that in each instance there is induction, compression, combustion and exhaust.These
processes are intermittent in the case of the piston engine whilst they occur continuously in
the gas turbine. In the piston engine only one stroke isutilized in the production of power,
the others are involved in the charging, compressing and exhausting of the working fluid.
In contrast, the turbine engine eliminates the three idle strokes,

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thus enabling more fuel to be burnt in a shorter time; hence it produces a
greater power output for a given size of engine. The working cycle upon which
the gas turbine engine functions is, in its simplest form, represented by the
cycle shown on the pressure volume diagram in. Point A represents air at
atmospheric pressure that is compressed along the line AB. From B to C heat
is added to the air by introducing and burning fuel at constant Pressure,
thereby considerably increasing the volume of air. Pressure losses in the
combustion chambers are indicated by the drop between B and C. From C to
D the gases resulting from combustion expand through the turbine and jet
pipe back to atmosphere. During this part of the cycle, some of the energy in
the expanding gases is turned into mechanical power by the turbine; the
remainder, on its discharge to atmosphere, provides a propulsive jet.

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GEARBOXES
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The spur gears of the external or auxiliary gearbox gear train are mounted
between bearings supported by the front and rear casings which are bolted
together. They transmit the drive to each accessory unit, which is normally
between 5000 and 6000 r.p.m. for the accessory units and approximately
20,000 r.p.m. for the centrifugal breather, All gear meshes are designed with
hunting tooth ratios which ensure that each tooth of a gear does not engage
between the same set of opposing teeth on each revolution. This spreads any
wear evenly across all teeth. Accessory drives Spiral bevel gears are used
for the connection of shafts whose axes are at an angle to one another but in
the same plane. The majority of gears within a gear train are of the straight
spur gear type, those with the widest face carry the greatest loads. For
smoother running, helical gears are used but the resultant end thrust caused
by this gear tooth pattern must be catered for within the mounting of the gear.
employed. This prevents oil from the gearbox entering the accessory unit and
also prevents contamination of the gearbox, and hence engine, in the event of
an accessory failure. The use of an air blown seal results in a gearbox
pressure of about 3 lbs. per sq. in. above atmospheric pressure. To
supplement a labyrinth seal, an oil thrower ring may be used. This involves
the leakage oil running down the driving shaft and being flung outwards by a
flange on the rotating shaft. The oil is then collected and returned to the
gearbox.
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TYPES OF GEARBOXES
2 Internal gearbox
3 Intermediate gearbox
4 External gearbox
1 Auxiliary gearbox
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LUBRICATING SYSTEMS
There are two basic re circulatory systems, known as the pressure relief
Valve system and the full flow system. The major difference between them
is in the control of the oil flow to the bearings. In both systems the
Temperature and pressure of the oil are critical to the correct and safe
running of the engine. Provision is therefore made for these parameters to
be indicated in the cockpit
1 Pressure relief valve system
2 Full flow system
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A typical maintenance schedule
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