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Aviation History
1946
1946 - 0027.PDF
JANUARY 3RD, 1946 sure at the nozzle guide vanes should be as near as possible to the pressure of the air as delivered by the compressor. t In other words, the drop in pressure across the com- Ibustion system should be of the lowest value possible. FFuel cannot be burnt, however, unless turbulence is 'created, and this is only obtained by a drop in pressure in the primary injection and mixing zones. Thus 100 per cent, efficiency would not appear to be possible of achievement. Further, as applied to aircraft, the system must function with the minimum loss of unburnt fuel ov^r a wide range of conditions, and thus it is frequently operating below the optimum. Despite the AIR INTAKES ELECTRIC STARTER THROTTLE CONTROL UNIT JBRICATING OIL COOLER PIPE OILFILTER COOL! difficulties, Lucas combustion systems are operating on standard engines with a total pressure drop of only about 2 lb./sq. in. «. ~ki tackling the problem of combustion, four main lines of attack are pursued : chemi- cal and physical; aerodynamic; thermodyna- mic and mechanical. Knowledge of condi- tions existing inside the flame tube is only possible by the analysis of samples of gas withdrawn from various points. It is of im- portance to determine how far combustion reactions have progressed at any point in the flame tube, and consequently care must be taken to prevent these reactions continuing whilst the sample is being extracted. To secure such conditions the sample is withdrawn through a water-cooled tube, the hot gases are rapidly (Above) Cascade traverse for measuring airflow pattern atthe combustion chamber inlet. (Left) Lucas combustion chambers are here shown mountedin position on the Rolls-Royce Derwent jet engine. (Below) Fuel injection and control components, also of Lucasmanufacture, grouped on the front of the Derwent com- pressor. '"' THROTTLE CONTROL UNIT FUEL PUMP PENDULUM CONTROLLING FEED DURINGAEROBATICS DRIVE TO ROTOL AUXILIARIES GEAR BOX FUEL ACCUMULATOR. H.P COCK t DUMP VALVE UNIT
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