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Aviation History
1949
1949 - 1401.PDF
August nth, 1949 COOLING AIR DIFFUSER GUIDE TORSION SHAFT TORQUE METER 1st LAYSHAFT TO FRONT OF ELBOW VANES DRIVE TO CYLINDER GEAR TURBINE DISC REDUCTION PRIMER I 1 GEAR / • / .. TORSION SHAFTS 2nd LAYSHAFT GEAR 3rd LAYSHAFT GEAR AIRSCREW BRAKE REAR AIRSCREW SHAFT THRUST BEARING REAR AIRSCREW DRIVING GEAR (INTERNAL) relieved by a thrust-equalizer piston device. The thrust pad was ground to an optically flat surface-finish and butted against a complementary pad radially grooved for oil distribution; the oil, in effect, being the "filling" between the rotating and stationary parts of the pad sand- wich. This device was capable of coping with a thrust of the order of 18,000 1b, although, in point of fact, it was never called upon to take much more than 8,000 1b, in conjunction with 4,000 lb relief by the equalizer. When, however, Hoffmanns could supply the present form of duplex ball thrust bearing, this was installed in favour of the relative complexity of the thrust pad/equalizer. To return to our survey of the static construction, the reduction gear casing is divided transversely into three elements, the rearmost of which also embraces the torque- meter housings and the wheelcase and mountings for the various auxiliaries. The middle casing is laterally divided by a diaphragm in which are housed the central bearings of the reduction gear layshafts, and in the centre of which is accommodated the large-diameter single-row deep-groove bearing which caters for the thrust of the front bank of air- screw blades; that is to say, it is located on the tail of the inner airscrew shaft. The foremost section of the r.g. casing is, of course, the front cover, and in addition to accommodating the roller journal and ball thrust bearings for the outer airscrew shaft (serving the inner bank of EMERGENCY (8000 RfiM.) MAX CUMB (7800 RPM) KDO 2OO 3OO 4OO 5QCT FCtmtO SPEED-MPH. 100 200 ado «x> 500FORWARD SPEED-M.RR
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