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many and varied publications, the mechanic recognizes the engine components, regardless of the terminology used. A turbojet engine consists of the following sections and systems: Air intake section Compressor section Combustion section Turbine section Exhaust section Accessory section Systems necessary for starting, lubrication, fuel supply, and auxiliary purposes, such as anti-icing, cooling, and afterburning AIR INTAKE SECTION The air intake section directs incoming air to the compressor entrance with a minimum of energy loss. Additionally, it must deliver this air under all flight conditions with as little turbulence and pressure variation as possible. Normally, the engine inlet is part of the airframe. Because of its importance in engine performance we include it here. Proper duct design contributes to aircraft performance by increasing ram recovery and limiting pressure drops. Divergent inlet designs changes ram air velocity into high static pressure at the compressor inlet. Friction due to air passing over the duct surfaces and through bends in the duct causes pressure drops and differences. Performance achieved through proper duct design is only half the story. Careful construction and maintenance is essential to maintain designed performance. Small amounts of airflow distortion result in loss of engine efficiency and unexplainable compressor surges. This is caused by poor sheet metal work, protruding rivet heads, or poor welds. Engine inlet ducts take a variety of shapes, depending on the position of the engine and purpose of the aircraft. Two methods of classifying inlet ducts are as follows: Single entrance and divided entrance Subsonic and supersonic ducts Single Entrance/Divided Entrance The simplest type of air ducts are on engines mounted in pods under the wing. The single entrance (Figure 1-15, view A) gets maximum ram pressure through the straight flow. It’s used where an unobstructed entrance lends itself readily to a single, short, straight duct. Some aircraft, because of fuselage design or internal parts, have to use a dual or divided entrance, as shown in Figure 1-15, view B. These dual entrances are in the wing root, or in scoops on the side of the fuselage. Either placement presents more problems to the aircraft and engine designers than the single entrance. Problems are caused by boundary layer airflow and the difficulty in obtaining enough entrance area without creating too much drag. 1-11 Figure 1-15 — Air entrance designs. (A) Single entrance; (B) dual. entrance; (C) variable entrance.PDF Image | JET ENGINE THEORY AND DESIGN
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