radars, wings, engines etc
Guest
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Thanx guys; big smile!!! You guys are getting 2 pints each!!!!! Superb. That's made me feel a whole lot better.
By the way I learnt that during my years in the Air Training Corps; no degree and no flying career. Only an RAF flying schol. SO I think from what you say I will change the rapid explosions to continous expansion of air/fuel mixture produsing thrust and I should be ok.
By the way I learnt that during my years in the Air Training Corps; no degree and no flying career. Only an RAF flying schol. SO I think from what you say I will change the rapid explosions to continous expansion of air/fuel mixture produsing thrust and I should be ok.
Guest
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Not enough time for that I'm afraid mate; only two weeks left and I gotta concentrate my studies on BA ops and history etc rather than engines; I got the basics and hopefully that will do me. I think it is more important to learn Ba's Routes and Aircraft first!! Comment if you disagree please!!
Guest
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Now women; these things really are complex pieces of machinary; far harder than the corporate world of financing. Every time you think you've got them sussed they seem to stall on you!!
As for beer; I think this was invented exactly for the reason of post interview sessions; a godly object which makes interviews with BA almost worth while!!!
Finally money; a mysterious item; it doesn't matter how much you earn ; it always seems your women somehow manages to make it all dissapear; I'm still working on a solution for this one and if anyone can help I would be much obliged!!!!
As for beer; I think this was invented exactly for the reason of post interview sessions; a godly object which makes interviews with BA almost worth while!!!
Finally money; a mysterious item; it doesn't matter how much you earn ; it always seems your women somehow manages to make it all dissapear; I'm still working on a solution for this one and if anyone can help I would be much obliged!!!!
Guest
Posts: n/a
Now women; these things really are complex pieces of machinary; far harder than the corporate world of financing. Every time you think you've got them sussed they seem to stall on you!!
As for beer; I think this was invented exactly for the reason of post interview sessions; a godly object which makes interviews with BA almost worth while!!!
Finally money; a mysterious item; it doesn't matter how much you earn ; it always seems your women somehow manages to make it all dissapear; I'm still working on a solution for this one and if anyone can help I would be much obliged!!!!
As for beer; I think this was invented exactly for the reason of post interview sessions; a godly object which makes interviews with BA almost worth while!!!
Finally money; a mysterious item; it doesn't matter how much you earn ; it always seems your women somehow manages to make it all dissapear; I'm still working on a solution for this one and if anyone can help I would be much obliged!!!!
Guest
Posts: n/a
Oh yeah...
My 2 bits worth...
One fan at the front only which provides most of the thrust. Air at this stage is either bypassed down the cold stream duct or into the core. Only a small percent goes through the core. B747 engine such as GE CF6-80C2 and RR RB211-524, this is approximately three to one bypass.
Compressors are next in line from the fan in the core of the engine, and there are many stages of compressor with stators and rotors. Each of these stages will be rotating at different speeds. This is achieved by having a twin or triple shaft arrangement connecting the compressor(s) to the turbine(s). ie Low pressure (fan), medium pressure and high pressure(HP)area. Early jets had single spools, but this did not allow any part of the engine to run at its optimum speed. With triple or twin spool engines, they respond faster because each module of the engine is near its optimum operating speed. When jets first came in pilot's weren't very happy about the responsiveness. Instead of getting a kick up the pants it was more like waiting for the cows to come home. I digress......
As for fuel entering the burner can, there are approximately 30 nozzles, depending upon engine type. These operate depending on the thrust setting and either spray a fine mist or dump fuel (stream) into the can. The spray is controlled by air shrouding the fuel entering the can. If the fuel was angled towards the burner can, it would burn a hole in the can and then engine fire. Temps at the furst turbine stage are in the order of 1300 deg C.
Stick with the suck, squeeze, bang, blow, theory. Its easy to remember and tells it how it is pretty simply and if you can get your hands on a Gas Turbine theory book have a quick look.
And don't panic about the interview thing. Especially don't worry about the company side of things too much. If you know too much they might offer you a different sort of job that might involve flying a desk!!!!
My 2 bits worth...
One fan at the front only which provides most of the thrust. Air at this stage is either bypassed down the cold stream duct or into the core. Only a small percent goes through the core. B747 engine such as GE CF6-80C2 and RR RB211-524, this is approximately three to one bypass.
Compressors are next in line from the fan in the core of the engine, and there are many stages of compressor with stators and rotors. Each of these stages will be rotating at different speeds. This is achieved by having a twin or triple shaft arrangement connecting the compressor(s) to the turbine(s). ie Low pressure (fan), medium pressure and high pressure(HP)area. Early jets had single spools, but this did not allow any part of the engine to run at its optimum speed. With triple or twin spool engines, they respond faster because each module of the engine is near its optimum operating speed. When jets first came in pilot's weren't very happy about the responsiveness. Instead of getting a kick up the pants it was more like waiting for the cows to come home. I digress......
As for fuel entering the burner can, there are approximately 30 nozzles, depending upon engine type. These operate depending on the thrust setting and either spray a fine mist or dump fuel (stream) into the can. The spray is controlled by air shrouding the fuel entering the can. If the fuel was angled towards the burner can, it would burn a hole in the can and then engine fire. Temps at the furst turbine stage are in the order of 1300 deg C.
Stick with the suck, squeeze, bang, blow, theory. Its easy to remember and tells it how it is pretty simply and if you can get your hands on a Gas Turbine theory book have a quick look.
And don't panic about the interview thing. Especially don't worry about the company side of things too much. If you know too much they might offer you a different sort of job that might involve flying a desk!!!!
Guest
Posts: n/a
The function of a woman is inheritently the same as that of a combustion engine or turbine powerplant.
To wit;
a) Suck
b) Squeeze
c) Bang
d) Blow
Unfortunately, some models, although operating to the above formula, do so in a markedly different way from that intended.
Suck - your bank account dry
Squeeze - the life out of your soul
Bang - the doors behind as they storm out
Blow - your life's savings
Make sure you have the right model fitted for the job at hand
Cheers
To wit;
a) Suck
b) Squeeze
c) Bang
d) Blow
Unfortunately, some models, although operating to the above formula, do so in a markedly different way from that intended.
Suck - your bank account dry
Squeeze - the life out of your soul
Bang - the doors behind as they storm out
Blow - your life's savings
Make sure you have the right model fitted for the job at hand
Cheers
Guest
Posts: n/a
Why are women like aeroplanes?
Because we jump into their cockpit six times a day and take them to heaven and back!
(Captain Flash or Rik Mayall - Blackadder)
As for jet engines, wings, things etc. I'm surprised nobody mentioned "Flying the Big Jets" published by Airlife. It's a lot more user friendly than "Handling the Big Jets". I was surprised when I read it, it's like a precis of the CPL/ATPL exams plus operational stuff. I imagine it would be very useful for interviews. Transair have plenty.
As for a piece of trivia on jet engines; The JT9D burns 4 gallons a second at Take-off power. Thats a good one to impress people at parties.
[This message has been edited by IBMR (edited 18 September 1999).]
Because we jump into their cockpit six times a day and take them to heaven and back!
(Captain Flash or Rik Mayall - Blackadder)
As for jet engines, wings, things etc. I'm surprised nobody mentioned "Flying the Big Jets" published by Airlife. It's a lot more user friendly than "Handling the Big Jets". I was surprised when I read it, it's like a precis of the CPL/ATPL exams plus operational stuff. I imagine it would be very useful for interviews. Transair have plenty.
As for a piece of trivia on jet engines; The JT9D burns 4 gallons a second at Take-off power. Thats a good one to impress people at parties.
[This message has been edited by IBMR (edited 18 September 1999).]
