No jets page 3 alternate history discussion gas in dogs symptoms


Click to expand…Okay, just for the record I need to clear up a little information here. The flying wing aircraft shown in the photo is actually the Northrop XB-35. It was powered by Pratt Whitney R-4360 radial piston engines, not turboprops gas meter car. The lack of performance of the aircraft compared to more conventional types, and the extreme problems encountered with the contra-rotating props led Jack Northrop to propose replacing the R-4360’s with 8 Allison J35 jet engines.

That led to the YB-49. While the performance turned out to be quite good, the aircraft was unstable and a poor bombing platform (it took the sophisticated computerized avionics of the later B-2 to solve this problem). The gas constant in atm 2nd YB-49 did indeed crash on a test flight on 5 June 1948 while flying from Muroc Air Force Base. The copilot was Captain Glen Edwards and after the crash the base was renamed Edwards Air Force Base in his honor. Vandenberg Air Force Base is near Santa Barbara, California and is an ICBM missile base and the home of the Western Launch and Test Range for space launches.

The gas gas Air Force officially listed the cause of the crash as unknown. Without black boxes and with the death of the entire crew, it was very difficult in those days to exactly determine what went wrong. There is some speculation that they crew was trying to recover from a stall gaz 67 for sale, but there is no evidence to show that they deliberately put it into a stall for a test.

While it is not entirely implausible (see my last point!) that both Whittle and Ohain might have had the success of their engines butterflied away, I do think that the development of the turbojet was close to inevitable, barring the total collapse of technological civilization. In particular the type of turbojet Whittle settled on for practical early development, using a centrifugal compressor, was essentially a glorified turbosupercharger. By the time WWII started a number of planes already had turbosuperchargers incorporated as basic parts of their engines and in the course of the war it became standard in many types of plane. Some gas in chest kind of supercharging was essential to achieve decent performance at high altitudes and turbosuperchargers inherently tend to become more effective as the air thins. To be sure, Whittle had to greatly improve on the compressor’s pressure ratio, tolerance of heat (and still more in the turbine side of it of course!) and mass flow; relative to an off-the-shelf turbosupercharger his achievement was tremendous. But in concept it was basically the same thing.

Furthermore, the most advanced piston engines of the late war and post-war period actually extracted a significant amount 9gag instagram of their output horsepower from the turbine of their superchargers–this was called IIRC a compound no electricity jokes engine. The basic concept of a turbine that extracts useful power from a gas flow was thus not only quite familiar in theory but realized in practice quite as a byproduct of piston engine development. To be sure that was in principle a variant on the motorjet concept of using a piston engine to drive the compressor and it was not used to generate a gas jet but rather to augment the prop torque.

But once developed the jet proved very attractive in various forms. First it conquered the realm of high-performance military aviation despite its early drawbacks (mainly being very fuel-hungry–the earliest jets were also unreliable but their basic simplicity compared to piston engines allowed them to pull even and surpass the highly developed but basically tempermental pistons remarkably soon); then as they became more static electricity in the body effects efficient and reliable, they took the world of civil aviation by storm because however loud an early 707 or Comet was to people on the ground in the neighborhood of the airport, for the gas stoichiometry calculator passengers they were much quieter and the nasty vibration that made piston planes so wearying was largely eliminated. Their speed (which, true, wasn’t dramatically faster than the best prop planes–but still, faster) was another plus and eventually with the development of turbofans coupled with much bigger airframes, they proved to be more fuel-efficient as well. Even before that, the airlines saw a dramatic improvement in the overall cost-effectiveness of their operations; not only did faster (and soon, bigger) planes mean more passenger-miles per year of operations, they saved a lot of time and money due to the turbine’s simpler maintenance and longer time between overhauls–more of a year was spent carrying passengers and freight and less in the hangar.

A world gas ks without jets is a world where aviation is simply less well developed, across eseva electricity bill payment the board. Helicopters too were revolutionized by being able to replace the heavy and tempermental radial engines with turboshaft power plants. Even prop planes today, except at the most modest level of light planes, have gone over overwhelmingly to turboprops, because they are lighter, just about as efficient, more reliable, and quieter.

Now on the other hand–if one wants to take Whittle out of the running eek: he’s one of my heroes!) it is true that when u gas station he started testing his first model of experimental turbine engine, it started to spin out of control–so he cut the fuel and it kept on accelerating after he’d cut it off completely! Turned out it was aspirating lubricant oil in its sump and burning it up quite happily.

The first jet engines were made around the turn of the century, BEFORE WW-I! There were at least four working examples made long before WW-II, none of which could effectively power a plane. One of them required three compressors in parallel to force enough air through the combustor to sustain a flame. The first patent was granted in the 1700s! Turbine and Jet engines are nothing new, it was only the state of the manufacturing art that needed to catch up!

Then there is Henri Coandă who actually built and flew a primitive la gasolina in english Motor Jet in 1910, IIRC! He was only the first of several who tried before Junkers and Ohain succeeded! Once DeLavel invented the convergent/divergent nozzle that made steam turbines efficient, it was only a mater of time before many electricity words people thought that turbines would also make a Jet engine practical.

Finally, there is the idea of Airships used for passenger transportation. It was not and never will be a practical or cost effective way to do that! Cross country fast trains doomed all but ocean crossings and once airplanes could make the maharashtra electricity e bill payment trip, air ships were doomed to total economic failure! By the time the first practical air ship, Graff Zeppelin, was sorted out and plying it’s trade, fast ships were only a few days behind and a great deal less expensive per person. The Trans-oceanic cable had made getting there in person for critical-time sensitive business redundant and wasteful.