Rear Admiral Parry does not hold back re the engine problems on the latest destroyers
Join Date: Apr 2007
Location: moraira,spain-Norfolk, UK
Age: 82
Posts: 389
Likes: 0
Received 0 Likes
on
0 Posts
Tourist,
actually I was not seriously suggesting a change to diesel.
When I worked (oh joy) I was more or less brainwashed
into the attitude, "only judge the result".
On that basis your statement "The gas turbine is not the problem on the T45"
falls far short. Regardless of the solution these ships should always have
adequate power available. My opinion is that the character who signed the contract
as well as the contractor who failed to say "this might not work" should be sactioned.
Having performed major acceptance tests in my (aerospace) career I would have needed a
lot of vaseline to deal with that one.
I do think that we should get away from the attitude of
"supporting british indistry". That approach just means it will be worst, not best.
Still, I don't want to give more time to this, and remember "Blue streak was the best ever"
John
actually I was not seriously suggesting a change to diesel.
When I worked (oh joy) I was more or less brainwashed
into the attitude, "only judge the result".
On that basis your statement "The gas turbine is not the problem on the T45"
falls far short. Regardless of the solution these ships should always have
adequate power available. My opinion is that the character who signed the contract
as well as the contractor who failed to say "this might not work" should be sactioned.
Having performed major acceptance tests in my (aerospace) career I would have needed a
lot of vaseline to deal with that one.
I do think that we should get away from the attitude of
"supporting british indistry". That approach just means it will be worst, not best.
Still, I don't want to give more time to this, and remember "Blue streak was the best ever"
John
Thread Starter
Join Date: Feb 2006
Location: Hanging off the end of a thread
Posts: 32,837
Received 2,805 Likes
on
1,195 Posts
West Coast this will explain it to you
http://www.k-makris.gr/AircraftComponents/CSD/C.S.D.htm
Patent US2908151 - Constant speed drive - Google Patente
http://www.k-makris.gr/AircraftComponents/CSD/C.S.D.htm
Patent US2908151 - Constant speed drive - Google Patente
I can assure you sir almost every truck on the roads does have a inter cooler !
On this forum we love to berate the meeja for sloppy technical inaccuracy and yet even amongst ourselves (unless fallmonk is meeja - his reply certainly suggests it) despite repeated reminders to RTFQ there are still some who blindly refuse to read the FQ and persist in refusing to accept the correct answer. How does one explain?
No, fallmonk, not one truck on God's clean earth has an intercooler. Read my post above to see why, it is there in black and white, why/how can you not read and absorb it??? It is perfectly plain.
If my words of two syllables are too much try reading Out Of Trim's post, that says exactly the same thing in different two-syllable words although that too drifts off into the long grass when it describes automotive use.
An intercooler is any mechanical device used to cool a fluid, including liquids or gases, between stages of a multi-stage compression process,
If it is a Merlin 61 (Am I right there?) or similar optimised for high altitude work with back to back or two-stage supercharging the cooler in between the stages is - guess what? An "inter"cooler.
If however it is single stage supercharging, as it is in EVERY earth-bound piston engine I've ever heard of (trucks, trains, Astramax vans, Chelsea Tractors etc) the cooler "after" the blower is an "aftercooler", regardless of incorrect labelling by the technically challenged manufacturer/boy racer in question.
The most basic awareness of the different purposes of supercharging would make all this completely obvious, so perhaps if it is not clear a bit of a refresher on supercharging is in order?
This isn't being pedantic, it is a very simple definition between two quite different applications, each of which has its correct name and is just very, very basic supercharging theory that every CAA CPL stude should know if they've sat that particular paper.
Last edited by Wageslave; 3rd Aug 2016 at 21:49.
I think wageslave is forgetting that the air also gets compressed in the cylinder, which is the last stage of compression in the piston engine, and comes after the radiator commonly referred to as an intercooler.
And plenty of cars have twin turbos, some even have three now.
And plenty of cars have twin turbos, some even have three now.
Thread Starter
Join Date: Feb 2006
Location: Hanging off the end of a thread
Posts: 32,837
Received 2,805 Likes
on
1,195 Posts
Intercoolers do not have to go between stages of compression, they are also used to cool the charge on engines such as the Continental GTSIO 520 before it enters the cylinder. It is a heat exchanger plain and simple.
Join Date: Feb 2008
Location: london
Posts: 23
Likes: 0
Received 0 Likes
on
0 Posts
On a forced induction engine as the the intake charge is compressed its gets very hot, the intercooler/heat exchanger removes a lot of this heat which means the cylinders receive a cooler and therefore denser and more effective charge. I have drag raced and built both supercharged and turbo motorbikes.
Last edited by PanzerJohn; 3rd Aug 2016 at 23:48.
It turns out that the major contributor to charge heating is the heat transferred from the turbine to the impeller.
The current Mercedes F1 engine separates the turbine from the impeller by a long ceramic shaft. This eliminates heat transfer, and they manage without an intercooler altogether. This in turn eliminates a huge amount of air pipe (helped by the turbo being at the back of the engine and the impeller at the front) simplifying the whole installation and gaining aerodynamic advantage as a result.
The current Mercedes F1 engine separates the turbine from the impeller by a long ceramic shaft. This eliminates heat transfer, and they manage without an intercooler altogether. This in turn eliminates a huge amount of air pipe (helped by the turbo being at the back of the engine and the impeller at the front) simplifying the whole installation and gaining aerodynamic advantage as a result.
