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Also, engine installation in a particular aircraft may dictate the location or rearrangement of the accessory gearboxes (Figure 1-50 view A and B). The accessories on engines are the fuel control with its governing device, the high-pressure fuel pump(s), and a breather screen or other means for venting the oil system. Other parts are the oil sump, oil pressure and scavenge pumps, auxiliary fuel pump, starting fuel pump, and other accessories, including starter, generator, and tachometer. Although these accessories are essential, the particular combination of engine driven accessories depends upon the use for which the engine is designed. The accessories mentioned above (except starters) are of the engine-driven type. There are also the non- driven-type accessories such as booster coils or ignition exciters, fuel and oil filters, barometric units, drip valves, compressor bleed valves, and relief valves. AFTERBURNER SECTION The afterburner increases or boosts the normal thrust rating of a gas turbine engine. There are times when the maximum normal thrust of an engine is not enough. For instance, it is conceivable that although the in-flight requirements are met satisfactorily by an engine of moderate size, the aircraft still may not have good takeoff performance. With afterburning, maximum thrust is obtained without sacrificing the economy of the small basic gas turbine. Increased thrust is required for takeoff, emergencies, and combat conditions. The afterburner duct replaces the usual aircraft tailpipe. Actually, it is more like a converted tailpipe. It functions as the engine tailpipe during non-afterburning (cold) operation and is also the main working element of the afterburner. The entire afterburner is projected from the engine. It is supported only at the exhaust end where it is bolted to the engine. The essential working element of the afterburner is an afterburner duct. A flame-holder or diffuser and a variable-area exhaust nozzle are the other parts (Figure. 1-46). The afterburner duct is the main working element of the afterburner. It’s designed so that the normal pressure relationship between the air entering the main engine turbine and the air leaving the turbine is not upset. Since the duct acts as a burner, the inlet air velocity must be sufficiently low to support stable combustion and to avoid excessive pressure losses. For these purposes a diffuser is located between the turbine outlet and the tailpipe burner inlet. Thus, the burner section of the duct can reduce gas velocities so they do not exceed the flame propagation rate. Otherwise, the flame could not get a foothold, because the onrushing turbine exhaust would simply push the burning mixture right out the exhaust nozzle. In addition to the diffuser, some mechanical mixing of the fuel and air is necessary. Mixing by diffusion is too slow a process to be an aid in forming a combustible mixture. The flame- holders provide local turbulence and reduce velocity, which aids combustion stability. The flame- 1-33 Figure 1-50 — Accessory gearbox. (A) Mounted beneath the compressor; (B) mounted beneath the front bearing support.PDF Image | JET ENGINE THEORY AND DESIGN
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