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The flow of air is positive, since the air pressure at the turbine wheel is relatively low due to rotation of the wheel, thus air circulation is assured. The gases for cooling the turbine wheel return to the path of flow by passing through the clearance between the disc and the cone. The clearance between the turbine disc and the inner cone must be checked periodically since the higher pressures aft tend to push the inner cone against the turbine wheel. The exhaust cone assembly is the terminating part of the basic engine. The remaining parts such as the tailpipe and jet nozzle (Figure 1-44) are usually considered airframe parts. The tailpipe pipes the exhaust gases out of the airframe. Actually, the tailpipe imposes a penalty on the operating efficiency of the engine in the form of heat and duct (friction) losses. These losses materially affect the final velocity of the exhaust gases and, hence, the thrust. The tailpipe ends in a jet nozzle, located just forward of the end of the fuselage. Most installations employ a single direct exhaust to get the advantages of low weight, simplicity, and minimum duct losses. The construction of the tailpipe is semi-flexible. Again, the need for this feature is dependent on its length. On an extremely long tailpipe, a bellows arrangement allows movement both in installation and maintenance and in thermal expansion. This cuts stress and warping, which would otherwise be present. The heat radiation from the exhaust cone and tailpipe could conceivably injure the airframe parts surrounding these units. For this reason some means of insulation had to be devised. There are several suitable methods for protection of the fuselage structure; two of the most common are insulation blankets and shrouds. An insulation blanket type of configuration, shown in Figures 1- 45, consists of several layers of aluminum foil, each separated by a layer of bronze screening or some other suitable material. Although these blankets protect the fuselage from heat radiation, they primarily reduce heat losses from the exhaust system. Since engine temperature limits are of little concern after the gases pass the turbine, the reduction of heat losses improves engine performance by retaining the maximum permissible temperatures, resulting in maximum velocity in the jet. A typical insulation blanket and the temperatures at the various locations in the exhaust section are shown in Figure 1-45. This Figure 1-44 — Exhaust nozzle and tailpipe. 1-29 Figure 1-45 — Insulation blanket, with temperatures that would be obtained at the various locations. Figure 1-46 — Exhaust system shroud.PDF Image | JET ENGINE THEORY AND DESIGN
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