Micro turbojet engine. Reactive microevation: turbo-models. Service and Maintenance

Airplane piloting has become hobbies that united adults and children from around the world. But with the development of this entertainment, drivers for mini aircraft are developing. The most numerous engine for aircraft of this type is electric. But recently, jet engines (RD) appeared on the engines arena for RC aircraft models.

They are constantly complemented by all sorts of innovations and faiths of designers. The task in front of them is quite complicated, but possible. After creating one of the first models of the reduced engine, which became significant for aircode, in the 1990s a lot has changed. The first TRD was 30 cm long, about 10 cm in diameter and weighing 1.8 kg, but for decades, the designers managed to create a more compact model. If it is thorough to take on the consideration of their structure, you can make difficulties and consider the option of creating your own masterpiece.

Device RD

Turboactive engines (TRD) work through the expansion of the heated gas. These are the most effective engines for aviation, even mini carbon fuel operating. From the moment the idea of \u200b\u200bcreating an airplane without a propeller, the idea of \u200b\u200bthe turbine began to develop in the whole society of engineers and designers. The TRD consists of the following components:

• Diffuser;
• Turbine wheel;
• The combustion chamber;
• Compressor;
• Stator;
• Cone nozzle;
• Guide apparatus;
• Bearings;
• Air intake nozzle;
• Fuel tube and much more.

Principle of operation

The structure of the turbocharged engine is based on the shaft, which is spinning with the help of the compressor thrust and pumps the air with rapid rotation, squeezing it and directing it from the stator. Getting into a closer space, the air immediately begins to expand, trying to gain the usual pressure, but in the inner combustion chamber it is heated by fuel, which makes it expand even more.

The only way to exit air under pressure is to get out of the impeller. With a huge speed, he strives for freedom, heading into the opposite direction from the compressor, to the impeller, which is spinning with a powerful stream, and begins to rotate quickly, giving the traction to the entire engine. The part of the energy obtained begins to rotate the turbine, leading to the compressor with greater force, and the residual pressure is released through the nozzle of the engine with a powerful pulse directed into the tail part.

The larger the air heats up and compresses, the stronger the injected pressure, and the temperature inside the chambers. The resulting exhaust gases are spinning the impeller, the shaft rotates and enable the compressor to constantly receive fresh air flows.

Types of control TRD

There are three types of engine control:

Motor types for aircraft models

Jet engines on airmodilites are several main types and two classes: air-jet and rocket. Some of them are outdated, others are too expensive, but gambling fans of controlled aircraft models are trying to try out the new engine in action. With an average flight rate, 100 km / h air models are only more interesting for the viewer and pilot. The most popular types of engine are distinguished for managed and stand models, by virtue of different efficiency, weight and thrust. Total types in aircraft location a bit:

• Missile;
• River air-reactive (PTS);
• Pulsating air-jet (PURVD);
• Turbojet (TRD);

Missile Used only on bench models, and it is quite rare. His principle of operation differs from air-reactive. The main parameter here is the specific impulse. Popular due to the lack of need to interact with oxygen and the possibility of working in weightlessness.

Straight-flow He burns the ambient air, which is absorbed from the input diffuser into the combustion chamber. The air intake in this case sends oxygen into the engine, which, due to the inner structure, makes the pressure of the fresh air flow. During operation, the air is suitable for air intake with flight speed, but in the inlet nozzle, it decreases sharply several times. Due to the closed space, the pressure is injected, which, when mixing with fuel, splashes from the reverse side of the exhaust with a huge speed.

Throbbing It works identically direct-flow, but in its case the combustion of fuel is non-permanent, and periodic. Using valves, fuel is supplied only to the necessary moments when the pressure begins in the combustion chamber. In most, the jet pulsating engine performs from 180 to 270 fuel injection cycles per second. To stabilize the pressure condition (3.5 kg / cm2), a forced air supply is used using pumps.

Turbojet engine, The device of which you was viewed above, has the most modest fuel consumption, due to which they are valued. The only minuses are low weight ratio and thrust. The turbine RD allows you to develop the speed of the model up to 350 km / h, while the engine is idling at 35,000 revolutions per minute.

Specifications

An important parameter forcing the aircraft model to fly is thrust. It provides good power capable of raising large loads into the air. The thrust in old and new engines is different, but in models created according to the drawings of the 1960s working on modern fuel, and modernized modern devices, efficiency and power increase significantly.

Depending on the type of RD, the characteristics, as well as the principle of operation, may differ, but all of them need to create optimal conditions for the launch. Engines are launched using the starter - other engines, mainly electrical, which are attached to the motor shaft before the input diffuser, or the launch occurs to the shaft to be promoting using compressed air supplied to the impeller.

engine GR-180

On the example of data from the technical passport of the serial turbojet engine GR-180 You can see the actual characteristics of the working model:
Traction: 180N at 120,000 rpm, 10n at 25,000 rpm
Rapped range: 25 000 - 120,000 rpm
Exhaust gas temperature: up to 750 c °
Reactive jet expiration rate: 1658 km / h
Fuel consumption: 585ml / min (with load), 120ml / min (idle)
Weight: 1.2kg
Diameter: 107mm
length: 240mm

Using

The main scope of application was and remains aviation orientation. The number and size of different types of TRD for aircraft is stunned, but each of them is special and applied if necessary. Even in the aircraft carriers of radio-controlled aircraftfrom time to time, new turbojet systems appear, which are submitted to a universal review of viewers of exhibitions and competitions. Attention to its use allows you to significantly develop engine abilities, complementing the principle of work with fresh ideas.
In the last decade, the parachutists and athletes of the extreme sport Wingsuity integrate the mini TRD as a source of thrust For flight using a suit-wing from the fabric for Wingsut, in this case the engines are attached to the legs, or hard wing, worn as a backpack on the back, to which engines are attached.
Another promising direction of use are combat drones for militaryAt the moment they are actively used in the US Army.

The most promising direction of use Mini TRD - drones for transportation goods between cities and the world.

Installation and Connection

Installing the reactive motor and its connection to the system - the process is complex. In a single chain, you must connect the fuel pump, bypass and adjusting valves, tank and temperature sensors. Due to the effects of high temperatures, compounds and fuel tubes with refractory coating are commonly used. Fixed all homemade fittings, soldering iron and seals. Since the tube may be in size with a needle head, the connection must be dense and isolated. Incorrect connection can lead to destruction or explosion of the engine. The principle of connecting the chain on bench and flying models is different and must be performed according to working drawings.

Advantages and disadvantages of RD

Advantages in all types of jet engines set. Each of the types of turbines is applied to certain purposes that are not scared of its features. In airclassification, the use of a jet engine opens the doors to overcoming high speeds and maneuvering capabilities regardless of many external stimuli. Unlike electro- and internal engine, jet models are more powerful and allow the aircraft in the air is more time.
conclusions
Jet engines for aircraft models can have different cravings, mass, structure and appearance. For aircodellisms, they will always remain indispensable due to high performance and the ability to apply a turbine with the use of different fuel and principle of operation. Choosing certain goals, the designer can adjust the rated power, the principle of the formation of thrust, etc., applying different types of turbines to different models. The operation of the engine on the combustion of fuel and the discharge of oxygen pressure makes it the most efficient and economical from 0.145 kg / l to 0.67 kg / l, which always sought aircraft designers.

That is done? Buy or make it yourself

This question is not simple. Since turbojet engines, whether they are full-scale or reduced models, but they are technically complex devices. Make from - the task is not simple. On the other hand, Mini-TRD is produced solely in the United States or European countries, therefore, the price of them is an average of $ 3,000, plus minus 100 bucks. So buying a finished turbojet engine will cost you to send and all accompanying pipes and systems of 3,500 dollars. The price of the power to see themselves, it is enough to thwart the "turbojet engine P180-RX"

Therefore, in modern realities, it is better to approach this case as follows - what is called do it yourself. But this is not a completely faithful interpretation, rather to give the work to contractors. The engine consists of a mechanical and electronic part. We buy components for the electronic part of the propulsion in China, we order the mechanical part from local turners, but for this you need drawings or 3D models and in principle the mechanical part in your pocket.

Electronic part

The engine maintenance controller can be collected on Arduino. To do this, you need stitched Arduino chip, sensors - speed sensor and temperature sensor and actuators controlled by electronics Fuel supply valve. The chip can be glued to themselves if you know programming languages, or contact the Arducer Forum for the service.

Mechanical part

With the mechanics, everything is more interesting for all parts in theory you can make turner and milling workers, the problem is all that for this you need to specifically search for. It is not a problem to find a turner, which makes the shaft and the shaft sleeve, but everything else. The most complex part in the manufacture is a centrifugal compressor wheel. It is made either by casting. Either on the 5 coordinate milling machine. The easiest way to get the impeller of the centrifugal pump is to buy it, like the link part for the turbocharger of the car. And already under it orient all other details.

Maxim Vіtalіyovich

The National Aerokoschniyniy University ІMENІ M. є.жуukovsky "Harkivsky Aviat

Micro-GTD

7.1. Aviation Ta Cosmonautics

Figures Zamenzheni ADMINSІSTRATSIKE, we can, you can Nada in Orig_nal Rosemіri on the Vimoga of Ekspert.

Introduction

Relevance of research topics. Miniaturization of onboard equipment, the creation of control systems and target load with a mass of hundreds of grams allows you to create unmanned aerial vehicles (UAV) with a taking place in a unit of kilograms equipped with satellite navigation systems and radio communication, with the ability to act in almost any area of \u200b\u200bthe globe as part of the complex remotely manageable aviation system (Douas).

One of the most important problems when creating all-weather universities is the creation of a motor installation (DB), which provides, on the one hand, the high cruising flight speed of the UAV, and on the other - sufficient flight duration. Requirements to overcome the wind demolition, flight in the field of surface turbulence, the efficiency of obtaining information put forward the need to provide cruising flight speed at M \u003d 0.5 and the duration of at least 30 minutes.

Considering the drop in Reynolds numbers, as well as the growth of the area washed by the flow, with respect to the volume and mass as the physical dimensions of La decreases, the task of achieving high flight rates is complicated by the disproportionate growth of the required thrust with a decrease in the dimensionality of the UAV. Application as a motor installation of an air-reactive engine (VDD) opens up the possibility of providing high speed characteristics, however, the creation of micro-VDD traditional schemes with a load of up to 50-200 H, suitable for installation on the ultralight blade, encounters significant difficulties associated primarily with large-scale degeneration of the workflow.

Thus, the task of creating a PRD small pull (VDR MT) seems to be relevant.

Problematics of creation personal Firms - Vibraye (JPX-T240 ...), Japan - Sophia-Precision (J-450 ...), Germany - Jetcat (P-80 ...), Germany - Jetcat (P-80 ...), Austria - Schneidtr-Sanchez (FD-3). The firm engines listed above are intended for aircraft models, but, apparently, for the absence of the best, they are used in civilian and military unmanned aviation.

Despite the seeming simplicity of micro-GTD structures compared with full-sized, their manufacturing is also associated with processed difficulties due to the fact that they contain the same basic structural elements as full-scale analogues: compressor, nozzle apparatus, turbine (operating at temperatures Over 700 degrees on Celsius scale and peripheral circle speeds 500 m / s).

With such high temperatures and circumferential velocity, the root of the break voltage blade can reach 700 MPa and above. From which it is possible to make a simple conclusion: heat-resistant steel or alloys - analogues of domestic steels were used for the manufacture of turbines of these samples - analogs of 520-550 MPa at a working temperature of 700 degrees Celsius, HN50VMKTR -540 MPa at 900 degrees, which determines High final cost of do.

In our country, GTD small thrust, suitable for installation on the blast with the take-off weight up to 100kg, do not produce.

Task research The development of the BU was developed for the micro-TRD.

When developing as an analog, the serial engine of the AMT-Olimpus company with a load of 230n and a diameter of 130mm was selected.

Table. Characteristics of the engine of the author's design and serial analog

Characteristics	AMT. OLYMPUS.	TRD with PCB
Diameter Du (mm) Length Du (mm) Compressor diameter (mm) The diameter of the turbine (mm) Rotation frequency (rpm) Compression ratio Fuel consumption (ml / min) Mass air flow (kg / s)

Due to the high costs and deficiency above the above steels, it was decided to use the available materials and reduce the maximum circumferential velocities with 475m / s (analog) to 300m / s, which inevitably with the same milk section of the Du, entails a decrease in air flow and, as a result At the same speed of expiration from the nozzle - the decrease in the frontal thrust.

In the desire to develop an engine with the same frontal burden, but with smaller circumferential speeds on the periphery of the turbine blades and on the basis of the experience of creating full-scale GTD with a centrifugal compressor, the choice was stopped on a two-way centrifugal compressor (CBC), which is the innovation in the micro-GTD class. This constructive solution allows you to double the flow of air without increasing the diameter of the diffuser.

Novelty - It consists in a new constructive and technological solution that allows you to make the most complex knot of the TRD with the CBK - diffuser, and completely abandon bolted and welded connections (Fig. 3, 6).

Research methods There were numerical modeling of workflows in aviation air-jet engines based on integrated models of the workflow and the conducting test of the working sample of the GTD.

Rotor assembly: Kok, double-sided centrifugal turbo compressor, shaft, turbine.

Turbine -The reactive axial single-stage with a degree of reactivity 0.5.

One of the disk options is presented, the calculation for strength was performed using the COSMOSWORKS package - Fig. nine.

The 3D model of the turbine assembly is represented in Fig. 10. Separate segments of the explosive crown. One of the three segments is isolated by a dark tone. This design of the bladder crown allows, in contrast to solid, apply the necessary steel in various loading zones, which saves material. In the junction zones of the segmented crown there are deformation seams that reduce the preliminary voltages in the disk. With a segment casting, almost complete absence of shrinking shells is observed, compared with a solid disk, due to less relative thicknesses. A similar design of the turbine in the micro-GTD small traction is designed for the first time.

The technological equipment used in the manufacture of the engine is presented in Fig. 10-11. Separate stages of technological processes are shown in Fig. 13.

Compressor - Single-stage centrifugal double-sided with a semi-open wheel wheel.

Some elements of the technological process of manufacturing a turbocharger Fig. 15-18.

The combustion chamber - ring type, direct-flow. Figure 19.20.

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The gear pump with floating sleeves in itself is worth a separate description, is not inferior to the industrial designs used in the automotive industry, provides a pressure drop to 1 MPa at a cost of only 20 ml / s, a rotational speed of 12000 rpm.

Fire tests.

Implementation of design solutions. The general view of the designed micro-GTD and its individual nodes presented in the drawings. All design elements are personally executed by the author of the article.

Conclusions. To date, the use of micro-GTD on the apparatus with a taking weight of about 100 kg and above seems to be the most reasonable prospect. With the level of 200-300 H micro-GTD, highly subsonic flight speeds of the Lung class can provide. From the point of view of mass perfection, the motor installation with a small-sized GTD is attractive. A low-speed micro-GTD is particularly pronounced with a small flight duration (up to 30 minutes). When restricting the duration of the flight to 15-20 minutes. On the basis of micro-GTD, high-tech blasts with a craveter of more than 0.5 can be created.

List of sources used

one. . Theory of aircraft engines. - Oberengiz. -1958g.

2.. Numerical modeling of thermophysical processes in the engine. Kharkov, Hai. -2005

3.,. Radial axial turbines of low power. -Moscow, Mashgiz. -1963g.

four. . Air microturbines. - Moscow, mechanical engineering. -1970g.

5. Borovsky and the calculation of liquid rocket motor nutrition aggregates. - Moscow, mechanical engineering. -1986.

6.,. Tests of aviation air - jet engines. - Moscow, mechanical engineering. -1967

7. Artemenko N. P., and others. Hydrostatic supports of rotors of high-speed machines. -Hharkov, the basis. -1992g.

eight. . Theory, calculation and design of aircraft engines and energy installations. - Moscow, mechanical engineering. -2003g.

nine. , . Calculation of aircraft turbines. - Moscow, mechanical engineering. -1974g.

10. Power plants of helicopters // Ed. . -Ofonnegiz, Moscow. -1959g.

11. Proper - processing technologies in the production of aerospace aircraft // Tutorial, and others. Kharkov, Hai. -1999g.

12. The design of aviation gas turbine engines // Ed. . -Moscow, militant. -1961g.

From the received e-mail (copy of the original):

"Dear Vitaly! Neither maghi would you tell a nimny

about model TRD, what is this VaB region and what they eat them? "

Let's start with gastronomy, the turbine is not eaten with anything, they admire them! Or, paraphrasing Gogol onto a modern way: "Well, what is the aircraftist not dreaming of building a jet fighter?!".

Many dream, but not solved. Many new, even more incomprehensible, many questions. You often read in various forums, as representatives of solid lii and the Research Institute with a smart look, catch off fear and try to prove it all difficult! Complicated? Yes, maybe, but not impossible! And proof of this is hundreds of self-made and thousands of industrial samples of microturbine for models! It is only necessary to approach this issue philosophically: everything ingenious is simple. Therefore, this article is written, in the hope of hitting fears, lift the veil of the unknown and give you more optimism!

What is a turbojet engine?

The turbojet engine (TRD) or gas turbine drive is based on gas expansion. In the mid-thirties, one smart English engineer came to mind the idea of \u200b\u200bcreating an aviation engine without propeller. At the same time, just a sign of madness, but on this principle all modern TRDs still work.

At one end of the rotating shaft, there is a compressor that hesitates and compresses the air. Eased from the stator of the compressor, the air expands, and then, falling into the combustion chamber, heats up there by burning fuel and expanding even more. Since they have nowhere to give this air, he seeks to leave a closed space at a huge speed, while squeezing through the impeller of the turbine, located at the other end of the shaft and leading it to rotation. Since the energy of this heated air jet is much larger than the compressor is required for its operation, then its residue is released into the nozzle of the engine as a powerful pulse directed back. And the more air heats up in the combustion chamber, the more quickly seeks to leave it, which is even more accelerating the turbine, which means the compressor on the other end.

In the same principle, all air turbocharger for gasoline and diesel engines, both two and four-strokes, are based on the same. The exhaust gases accelerate the impeller of the turbine, rotating the shaft, on the other end of which the compressor impeller is located, which supplies the engine with fresh air.

The principle of work is easierless. But if everything was so easy!

The TRD can be clearly divided into three parts.

• BUT. Compressor stage
• B. The combustion chamber
• IN. Stage of the turbine

The power of the turbine largely depends on the reliability and performance of its compressor. In principle, there are three types of compressors:

• BUT. Axial or linear
• B. Radial or centrifugal
• IN.Diagonal

A. Multistage Linear Compressors They got a lot of distribution only in modern aviation and industrial turbines. The fact is that it is possible to achieve acceptable results with a linear compressor only if you put a sequentially several compression steps one after another, and this greatly complicates the design. In addition, a number of requirements must be made on the device of the diffuser and the walls of the air canal to avoid breaking the flow and the surge. There were attempts to create model turbines in this principle, but due to the complexity of manufacture, everything remained at the stage of experiments and samples.

B. Radial, or centrifugal compressors. In them, the air accelerates the impeller and under the action of centrifugal forces is compromised - compressing in a stainless stator system. It was from them that the development of the first acting TRD began.

The simplicity of construction, less susceptibility to airflow breakdowns and a relatively large return of just one stage was the advantages that previously pushed engineers to start their developments with this type of compressors. Currently, this is the main type of compressor in microturbines, but this later.

V. Diagonal, or mixed type of compressor, usually single-stage, on the principle of operation is similar to the radial, but it is quite rare, usually in the devices of the turbochards of piston engine.

Development of TRD in aircodellize

Among the aircraftists there are many disputes, which turbine in aircodellisa was the first. For me, the first aircraft producer is American TJD-76. For the first time, I saw this apparatus in 1973, when two semillion Michman tried to connect a gas cylinder to a round ground, about 150 mm in diameter and 400 mM long, tied ordinary knitted wire to the radio-controlled category, the director of the targets for the marines. To the question: "What is it?" They replied: "This is a mini mom! American ... her mother does not start ... ".

Much later, I learned that this is a mini mamba, weighing 6.5 kg and with a burden of about 240 N at 96000 rpm. It was developed in the 50s as an auxiliary engine for light gliders and military drones. The peculiarity of this turbine is that it used a diagonal compressor. But in aircodelism it did not find wide use.

The first "folk" flying engine developed the forefather of all microturbine Kurt Shrekling in Germany. Starting for more than twenty years ago to work on creating a simple, technological and cheap in the production of TRD, he created several samples that were constantly improved. Repeating, complementing and improving its developments, small-sector manufacturers have formed a modern view and design of model TRD.

But back to the turbine Kurt Schreklining. Outstanding design with a wooden impeller compressor, reinforced carbon fiber. An annular combustion chamber with an evaporative injection system, where a fuel was supplied to a snake long for about 1 m. Homemade turbine wheel from 2.5 millimeter tin! With a length of just 260 mm and a diameter of 110 mm, the engine weighed 700 grams and issued a craving in 30 Newton! It is still the most quiet TRD in the world. Because the speed of leaving the gas in the nozzle engine was only 200 m / s.

Based on this engine, several options for self-assembly were created. The most famous was the FD-3 Austrian firm Schneider-Sanchez.

10 years ago, the aircraftist stood before a serious choice - an impeller or turbine?

The traction and acceleration characteristics of the first airmow-hole turbines were left to desire the best, but had incomparable superiority before the impeller - they did not lose cravings with the rise of the model speed. Yes, and the sound of such a drive was already a real "turbine", which immediately appreciated copies, and most of all the audience, certainly present on all flights. The first shrekling turbines calmly lifted 5-6 kg of weight model into the air. The start was the most critical moment, but in the air all the other models went out into the background!

Avia model with a microturbine then could be compared with a car that constantly moving on the fourth gear: it was hard to overclock, but then then such a model was not already equal among the impellers or among the propellers.

It must be said that the theory and development of Kurt Schrekling contributed to the fact that the development of industrial designs, after the publication of his books, went on the way to simplify the design and engine technology. What, in general, led to the fact that this type of engine became available for a large circle of aircraft players with a medium-sized wallet and family budget!

The first samples of serial aircamonal turbines were JPX-T240 French company Vibraye and Japanese J-450 Sophia Precision. They were very similar as in design and in appearance, had a centrifugal stage of the compressor, a ring combustion chamber and a radial stage of the turbine. The French JPX-T240 worked on Gaza and had a built-in gas supply regulator. It developed a craving to 50 n, at 120,000 revolutions per minute, and the weight of the apparatus was 1700 grams. Subsequent samples, T250 and T260 had traction up to 60 N. Japanese Sofia worked as opposed to French liquid fuel. In the end of her combustion chamber stood a ring with spray nozzles, it was the first industrial turbine, which found a place in my models.

These turbines were very reliable and uncomplicated. The only disadvantage was their overclocking characteristics. The fact is that the radial compressor and the radial turbine is relatively severe, that is, they have a large mass in comparison with axial impens and, therefore, a larger moment of inertia. Therefore, they accelerated from a small gas to full slowly, approximately 3-4 seconds. The model reacted to gas, respectively, even longer, and it was necessary to take into account when flying.

The pleasure was not cheap, one Sophia cost 6.600 German marks in 1995 or 5.800 "Forever green presidents." And it was necessary to have very good arguments to prove the spouse that the turbine for the model is much more important than the new kitchen, and that the old family car can stretch for a couple more years, but it's impossible to wait with the turbine.

The further development of these turbines is the R-15 turbine sold by Thunder Tiger.

His difference is that the impeller of the turbine has it now instead of radial - axial. But the thrust remained within 60 N, as the entire design, the compressor stage and the combustion chamber remained at the level of day before yesterday. Although at its price it is a present alternative to many other samples.

In 1991, two Dutch, Benni Wang de Gur and Khan Enniskens, founded the AMT company and in 1994 released the first 70N class turbine - Pegasus. The turbine had a radial stage of the compressor with an impeller from the turbocharger of the company Garret, 76 mm in diameter, as well as a very well-thought-out ring chamber of combustion and axial stage of the turbine.

After two years of careful study of the work of Kurt Schreklining and numerous experiments, they achieved optimal engine operation, installed the sizes and shape of the combustion chamber, and the optimal design of the turbine wheel. At the end of 1994, at one of the friendly meetings, after flights, in the evening in a tent behind a glass of beer, Benni in a conversation tricky winked and confidentially reported that the following serial sample Pegasus MK-3 "blows" is already 10 kg, has maximum turns of 105.000 and degree Compression 3.5 at air consumption 0.28 kg / s and gas output rate of 360 m / s. The mass of the engine with all the units was 2300 g, the turbine was 120 mm in diameter and 270 mm long. Then these indicators seemed fantastic.

Essentially, all today's samples are copied and repeated to one degree or another embedded in this turbine aggregates.

In 1995, the book of Thomas Campce "ModellStrahltriebwerk" (model jet engine) was published, with calculations (more borrowed in abbreviated form from K. Schrekling books) and detailed turbine drawings for self-making. From this point on, the monopoly of manufacturers on the manufacturing technology of model TRD ended finally. Although many small producers simply mindlessly copy the campsum turbine aggregates.

Thomas Campce by experiments and samples, starting from the Swarel turbine, created a microturbine, which combined all the achievements in this area for that period of time and volunteer or involuntarily introduced the standard for these engines. Its turbine, more known as KJ-66 (KAMPSJETENGINE-66mm). 66 mm - the diameter of the compressor impeller. Today you can see the various names of the turbines, in which almost always indicated either the size of the impeller of the compressor 66, 76, 88, 90, etc., or the traction - 70, 80, 90, 100, 120, 160 N.

Somewhere I read a very good interpretation of the magnitude of one Newton: 1 Newton is a 100 gram chocolate tile plus a package to it. In practice, often an indicator in Newton is rounded up to 100 grams and conditionally determine the engine thrust in kilograms.

Model TRD design

1. Compressor impeller (radial)
2. The hardware compressor system (stator)
3. The combustion chamber
4. Trimming turbine system
5. Turbine wheel (axial)
6. Bearings
7. Tunnel Vala
8. Nozzle
9. Cone nozzle
10. Front compressor cover (diffuser)

Where to begin?

Naturally, the model store immediately arises questions: Where to begin? Where to get? How much is?

1. You can start with sets (kit). Almost all manufacturers today offer a full range of spare parts and sets for the construction of turbines. The most common are the kj-66 reciprocating kits. Prices of sets, depending on the configuration and quality of manufacture fluctuate from 450 to 1800 euros.
2. You can buy a ready-made turbine, if on the pocket, and you manage to convince the importance of such a purchase of a spouse, without bringing the case to a divorce. Prices for ready-made engines start from 1,500 euros for turbines without autostart.
3. You can do it yourself. I will not say that this is the most perfect way, he is not always the fastest and most cheapeful, as at first glance it may seem. But for homemade workers the most interesting, provided that there is a workshop, a good turning and milling base and a device for contact welding is also available. The most difficult in handicraft production facilitation is the shaft center with the compressor wheel and the turbine.

I started with an independent building, but at the beginning of the 90s it simply did not have such a choice of turbines and sets for their construction as today, and even understand the work and subtlety of such an aggregate with its independent manufacture.

Here are photos of independently made parts for aircase turbines:

Who wishes closer to get acquainted with the device and theory of micro-TRD, I can only advise the following books with drawings and calculations:

• Kurt Schrecking. Strahlturbine Fur Flugmodelle IM Selbstbau. ISDN 3-88180-120-0.
• Kurt Schrecking. ModellTurbinen Im Eigenbau. ISDN 3-88180-131-6
• Kurt Schrecking. Turboprop-triebwerk. ISDN 3-88180-127-8
• Thomas Kamps ModellStrahltriebwerk ISDN 3-88180-071-9

To date, I know the following firms that produce aircraft model turbines, but they are becoming more and more: AMT, Artes Jet, Behotec, Digitech Turbines, Funsonic, Frankturbinen, Jakadofsky, Jetcat, Jet-Central, A.Kittelberger, K.Koch, PST- JETS, RAM, RAKETETURBINE, TREFZ, SIMJET, SIMON PACKHAM, F.WALLUSCHNIG, WREN-TURBINES. All of their addresses can be found on the Internet.

Practice of use in aircraft model

Let's start with the fact that the turbine you already have, the simplest, how to manage it now?

There are several ways to make your gas turbine engine in the model work, but it is best to first build a small test booth like this:

Manual Startstart.) - The most simple way to control the turbine.

1. Turbine compressed air, hairdryer, electric starter accelerates to minimum working 3000 rpm.
2. The combustion chamber is supplied to the combustion chamber, and there is a voltage on the incandescent candle, the gas is ignited and the turbine goes to the mode within 5000-6000 rpm. Previously, we simply ignited the air-gas mixture at the nozzle and the flame "shot" into the combustion chamber.
3. The working circulation turns on the stroke control, controlling the turnover of the fuel pump, which in turn supplies the combustion chamber fuel - kerosene, diesel fuel or heating oil.
4. Upon the occurrence of stable operation, the gas supply is stopped, and the turbine works only on liquid fuel!

Bearing lubricants are usually carried out using fuel in which turbine oil is added, about 5%. If the lubricant system of the grease (with an oil pump), then the pump nutrition is better to be included before gas supply. Disable it better last, but do not forget to turn off! If you think that women are a weak floor, then look at which they turn into the form of a jet of oil flowing to the upholstery of the rear seat of a family car from the nozzle model.

The disadvantage of this simplest management method is practically complete lack of information about the engine operation. For temperature measurement and revolutions, separate devices are needed, at least an electronic thermometer and tachometer. Purely visually you can only approximately determine the temperature, the color of the turbine impeller. The centering, like all spinning mechanisms, is tested on the surface of the cake or nail casing. Applying nail to the surface of the turbine, you can feel even the smallest vibrations.

In the passport data of the engines, their limit turns are always given, for example 120,000 rpm. This is an extremely permissible value during operation, which should not be neglected! After in 1996, my homemade unit was scattered right on the stand and the turbine wheel, breaking the engine's trim, pierced through a 15-millimeter plywood wall of the container standing in three meters from the stand, I did the conclusion that without monitoring Self-adhesive turbines are dangerous for life! Calculations on strength showed later that the rates of the shaft should have been in the range of 150,000. So it was better to limit the working turnover to the full gas to 110.000 - 115.000 rpm.

Another important point. In fuel management scheme Before There should be an emergency closing valve, managed through a separate channel! This is done in order for in the case of a forced landing, carrot and unscheduled landing and other troubles to stop supplying fuel into the engine to avoid fire.

Start C.oNTROL (Semi-automatic start).

Whatever the troubles described above did not happen on the field, where (God!) More audience around, apply a fairly well-proven Start Control. Here is the starting of the start - the opening of the gas and the flow of kerosene, tracking the engine temperature and turnover leads the electronic unit ECU. (E.lectronic U.nit- C.ontrol) . Capacity for gas, for convenience, you can already be located inside the model.

To the ECU, the temperature sensor and the speed sensor are connected, usually optical or magnetic. In addition, ECU may testify about fuel consumption, save the parameters of the last start, the supply voltage testimony of the fuel pump, the battery voltage, etc. All this can then be viewed on the computer. For the ECU programming and removing the accumulated data, it serves a MANUAL TERMINAL (Control Terminal).

To date, two competing products in this area of \u200b\u200bJet-Tronics and Projet received the greatest distribution. Which one to give preference - decides each yourself, as it is difficult to argue on the topic what is better: Mercedes or BMW?

It works all this as follows:

1. When the turbine shaft is spinning (compressed air / hairdryer / electrostarter) to the ECU operating speed automatically controls the gas supply to the combustion chamber, ignition and kerosene supply.
2. When the gas handle is moving on your remote, the turbine is automatic on your remote control, followed by tracking the most important parameters of the entire system, ranging from the battery voltage to the engine temperature and the values \u200b\u200bof revolutions.

Autostart (Automatic Start)

For particularly lazy launch procedure simplified to the limit. The launch of the turbine occurs from the control panel too ECU.one switch. There is no longer a compressed air nor the starter nor a hairdryer!

1. You are tickling the toggle switch on your radio control panel.
2. Electrostarter spins the turbine shaft to operating speed.
3. ECU.controls the start, ignition and output of the turbine to the operating mode with the subsequent control of all indicators.
4. After turning off the turbine ECU.a few times automatically scrolls the turbine shaft by electric starter to reduce the engine temperature!

Kerostart became the most recent achievement in the field of automatic launch. Start on kerosene, without preheating on gas. Putting a candle of incandescent of another type (larger and powerful) and minimally changing the fuel supply in the system, managed to completely abandon the gas! This system works on the principle of the automotive heater, as on the "Zaporozhets". In Europe, while only one company rewars turbines from a gas to a kerosene start, regardless of the manufacturer's company.

As you have already noticed, two more units are included in my drawings, this is a brake control valve and a chassis cleaning control valve. These are not mandatory options, but very useful. The fact is that the "ordinary" models when landing, a propeller on small revolutions is a kind of brake, and there are no reactive models of such a brake. In addition, the turbine always has a residual thrust even on the "idle" revolutions and the landing rate of jet models can be much higher than that of "propellers". Therefore, cut the jogging of the model, especially on short sites, the brakes of the main wheels are very helpful.

Fuel system

The second strange attribute in the drawings is the fuel tank. Reminds the bottle of Coca-Cola, is it not true? The way it is!

This is the cheapest and reliable tank, provided that reusable, thick bottles are used, and not muffled disposable. The second important point is a filter at the end of the suction nozzle. Mandatory element! The filter is not in order to filter fuel, but in order to avoid air from entering the fuel system! Not one model was already lost due to spontaneous turning off the turbine in the air! The filters from the stihl brand stihl are best proven here or similar to the porous bronze. But the usual felt is also suitable.

Since they spoke about fuel, you can immediately add that the thirst for turbines is large, and the fuel consumption is on average at the level of 150-250 grams per minute. Of course, the biggest expense is the start, but then the Gaza lever rarely leaves for 1/3 of his position. From experience, it can be said that with a moderate style of three liters of fuel, it is enough for 15 minutes. Further-time, while in the tanks there is still a stock for a pair of landing.

Fuel itself - usually aviation kerosene, in the West known as Jet A-1.

Of course, it is possible to use diesel fuel or lamp oil, but some turbines, such as from the Jetcat family, carry it badly. Also, the TRD does not like poorly purified fuel. The disadvantage of kerosene substitutes is a great formation of soot. Engines have to disassemble more often for cleaning and control. There are cases of exploitation of turbines on methanol, but such enthusiasts I only know two, they produce methanol themselves, so they can afford such luxury. From the use of gasoline, in any form, it is necessary to categorically refuse, whatever the price and availability of this fuel seemed to be attractive! It is in the literal game with fire!

Service and Maintenance

So the next question is called itself - maintenance and resource.

Maintenance is more consigned to the content of the engine clean, visual control and vibration check when starting. Most aircraft players equip the turbines of a kind of air filter. Ordinary metallic sieve before the suction diffuser. In my opinion - an integral part of the turbine.

The engines contained in purity, with a serviceable lubrication system of bearings, serve as quickly at 100 or more working hours. Although many manufacturers advise after 50 working hours to send turbines to test maintenance, but it is more for cleaning conscience.

First reactive model

Another briefly about the first model. Best so that it was "coach"! Today there are many turbine coaches on the market, most of them are models with a deltoid wing.

Why Delta? Because these are very stable models by themselves, and if the so-called S-shaped profile is used in the wing, then the landing speed and the dumping speed are minimal. The coach must, so to say, fly himself. And you must focus on the new engine type and control features.

The coach must have decent dimensions. Since the speeds on the reactive models in 180-200 km / h - by itself, of course, your model will be very quickly removed on decent distances. Therefore, a good visual control must be ensured for the model. It is better if the turbine on the coach is attached openly and is sitting not very high in relation to the wing.

A good example, which coach should not be, is the most common coach - "Kangaroo". When FiberClassics (today Composite-ARF) ordered this model, then the concept of Sofia turbines, and as an important argument for model movers, which remove the wings from the model, can be used as a test bench. So, in general, it is, but the manufacturer wanted to show the turbine, as on the shop window, therefore the turbine is attached on a kind of "podium". But since the thrust vector turned out to be applied much higher than the CT model, the nozzle of the turbine had to lay down up. The carrier qualities of the fuselage were almost completely eaten, plus a small scope of wings, which gave a greater load on the wing. From other arranged layout solutions, the customer refused. Only using the TsAGI-8 profile, rude up to 5% gave more or less acceptable results. Who has already flew to Kangaroo, he knows that this model is for very experienced pilots.

Given the lack of kangaroo, a sports trainer was created for more dynamic flights "Hotspot". This model is distinguished by more thought-out aerodynamics, and the "light" flies much better.

The future development of these models was "BlackShark". He was calculated on calm flights, with a large radius of turns. With the possibility of a wide range of pilot, and at the same time, with good paired qualities. When the turbine fails, this model can be planted as a glider, without nerves.

As you can see, the development of coaches went along the way to increase the size (within reasonable limits) and reduce the load on the wing!

Also an excellent coach can serve as an Austrian set of balza and foam, Super Reaper. It is 398 euros. In the air, the model looks very good. Here is my favorite video from the Super Riper series: http://www.paf-flugmodelle.de/spunki.wmv

But the champion at a low price today is "spunkaroo". 249 Euro! Very simple design from a fiberglass coated. To control the model in the air, just two servoshinas!

Since we got a speech about the servo, it is necessary to immediately say that there is nothing to do with standard three-kilogram serves in such models! They have huge loads on the steers, so you need to put a machine with an effort of at least 8 kg!

Summarize

Naturally, everyone has their own priorities for someone is the price for someone the finished product and time saving.

The fastest way to take possession of the turbine, it's just to buy it! Prices today for ready-made turbines class 8 kg traction with electronics start from 1525 euros. If we consider that such an engine can be commissioned immediately without any problems, then this is not a bad result.

Sets, kit-s. Depending on the configuration, usually a set of a hidden compressor system, an impeller of the compressor, not drilled the wheel of the turbine and the hidden stage of the turbine, on average costs 400-450 euros. To this, it is necessary to add that everything else needs to be either bought or make it yourself. Plus electronics. The final price may be even higher than the finished turbine!

What should be paid attention to when buying a turbine or kit-oh - better if it is a kind of KJ-66. Such turbines have proven themselves as very reliable, and the possibilities of raising power they have not yet been exhausted. So, often replacing the combustion chamber to a more modern, or changing bearings and installing the hard-type hiding systems, it is possible to achieve an increase in power from several hundred grams to 2 kg, and overclocking characteristics are often much improved. In addition, this type of turbines is very easy to operate and repair.

Let's summarize what size your pocket is needed for the construction of a modern reactive model at the lowest European prices:

• Turbine assembled with electronics and trifles - 1525 euros
• Coach with good flight qualities - 222 euros
• 2 servo miners 8/12 kg - 80 euros
• Receiver 6 channels - 80 euros

TOTAL, Your Dream: about 1900 euros or about 2500 green presidents!

Recently, in a number of scientific and popular publications published information about the turbulent turboctive micromotors for aircraft models, as well as on the international committee on reactive models (IJMC) the World Championships. Thus, the Russian team Rusjet at the World Championships held from July 3 to 15, 2007 in Northern Ireland, on a stand assessment of copy models with a turbojet power plant scored the greatest number of points, and ranked second in the world on the results of flights! Finally, what was happening what we sought, dreamed and fantasized in the 60s - 70s of the last century!

My aircraft model started somewhere in 1959 under the jet of reactive aviation and its unthinkable earlier records. Mysterious supersonic recordsmen E-33, E-66, E-166, etc. Breeding the brain and soul, forcing photos from newspapers and magazines to recreate the drawings for which the flying models of subsonic and supersonic jet aircraft with powder rocket engines were also designed and built and built. Flights of such models caused admiration and delight of the young part of the population and the meaningful disapproval of more mature neighbors and passersby. And befolding: often jet flights were accompanied by fire and even explosions.
I did not have the opportunity to master the generally accepted aircraft modeling technologies in secured circles under the guidance of an adult mentor I did not happen. However, my "self-preparation" in the communal apartment provided independence and freedom of incarnation of the flow of designs into real structures, being taken from the young age to go a little-known path. Passionate passion for those years by aviation gave rise to curiosity, diligence, intuition and smelting, which, in addition to the manufacture of aircraft models according to their own hands and developed technologies, were forced to rummage into libraries in the shelves and find such expensive young hearts on aviation and rocket-space topics. "With a hidden breathing", everything started from the journal "Young technician" and not always ending the publications of the Oberegiz. Aerodynamics, the design of aircraft, theory and design of air-jet and rocket engines, aviation materials and even the device of aviation devices and the basics of electronics, not in the age of fascinated, revealing the young soul is not always clear, but such an unusual and interesting world of technology, the world of aviation.
The remains of the revised and assimilated schoolboy, already in the 7th grade, in physics lessons, when studying the 3rd Newton Law, allowed the teacher to fully entrust the lesson to study the reactive movement, principles and devices of air-reactive and rocket engines by a young aircodeologicalist, T .. to me.
Later, during the service in the Armed Forces, the Basics of Electronics Knowledge, acquired at school age, as the ability to collect their radios, allowed to graduate with the Military Aviation School of Mechanics with honors, to become a first-class pilot specialist, the commander of the RLS branch and subsequently an officer.
In 1969, I developed a program "Rubikon", in accordance with which flying models with reactive power plants and engines themselves were designed and built. Motor compressor Su: In the nose of the model - impeller, in the tail - the combustion chamber with the forced fuel injection; SU with a rocket-direct jet engine: take off on the powder rocket engine (RDTT) fixed along the axis of the direct-flow air-reactive motor, which after the acceleration of the RDTT was supposed to provide craving such a device, etc. These experiments did not always endangered successfully, and the young design thought continued to look for more efficient and reliable ways to introduce reactive traction to aviation moduliism.
In the implementation of the Rubikon program, Alexander Celin - "AU", who, possessing the irrepressible energy and a rich fantasy, always understood me and inspired all new "reactive feats." Not without the influence of ACA, it was used, as it seemed to us, a new highly efficient composition of the fuel, for the next multiplely flying reactive model. However, the speed of burning of this fuel was so high and uncontrollable that the first flight ended with an explosion, and the face of the Palecaric Asa took place instantly with a neotroid race. But after such failures, we did not lose, but thought, analyzed and again "flew." The speakers not only became the idea and created the designs, but also a superbly manned the devices under test. In 1970, the speaker went to his home to the Donetsk region, became a miner, and aviation stopped worrying him ... My creative gusts without a friend giggasli.
Soon it was time to carry out the sacred debt to protect the Motherland. Upon returning from the army, in 1973, the sphere of my interests encompassed the sponsor, which I "had" until 1976, as well as study at the Taganrog Radio Institute (Triti), where I was sent after the service in the sun. However, in 1976, my "reactive syndrome" began to progress with the embodiment of new technical ideas.
By the time, at the subconscious level, for many years I analyzed the creation of the American aircraft model, which in 1966 informed the world about the creation and admission to the sale of the microturbic motor "Turbocraft-22".
This information, which resulted in the exacerbation of my "reactive syndrome", a diploma of mechanical mechanics on "aircraft industry", follow-up in the branch of the Moscow Aviation Institute (MAI). S. Ordzhonikidze and the work by the engineer of the production and dispatch department of the Taganrog Engineering Plant (now Tantk OJSC. G.M. Beriev) did their job: finally I managed to develop and construct a TD-01 turboactive micromotor with a centrifugal compressor, a ring combustion chamber, The centrifugal injection of fuel and the axial turbine with a diameter of 68 mm, which was also provided for by the program "Rubikon". Micro-TRD, after repeated attempts to make it, still in school years, managed to build in factory conditions, semiably, only aged 24 years.
Required for the construction of the engine heat-resistant, heat-resistant, etc. The materials were chosen by reference books and good, they could be found in the waste of production, and the factory did not experience the deficit at that time. They were able to handle high-class specialists then, always ready to assist in my creative research, those who knew, at the same time, "keep tightly in teeth."
All plumbing and uncomplicated turning operations I performed with my own hands. Milling, welding, davile operations ordered, but in my presence. Fitting, assembly, balancing, etc. Performed himself.
There were three options for Pavdi (pulsating air-jet engine) between the business, which I read a lot in my childhood, and the work of which for the first time in my life was able to see when testing your PUBRD. The combustion chamber-shot to a white color and to a cherry-red resonant tube, against the background of the cutting-deafening sound of Pavda, quickly cooled my focus on creating a reactive copy model with Pavdde, forcing the total preference of the TRD. At about the same time, a project of the TD-02 turbojet micromotor was developed to me with a centrifugal compressor, a centripetal turbine and a pumping of fuel through a collector with nozzles. But this micromotor was no longer destined to be embodied in the metal.
Bringing the tests of my micro-TRD in the factory laboratory of working out real aircraft engines, due to the huge difference in the dimensions of the test objects, I had to go under the crosshaft of the allegations of highly qualified authoritative critics about the uselessness and the impossibility of creating such an engine, it will dipway in the ocean waves of the recommendations of the indigenous alteration of units TRD so that they are similar to the units known at the time at the motor factory: AL-7PB, RD-45F, VK-1A, AI-20, TS-20, etc.
One leading engineer, sympathizing with my creative research, has occurred to the idea of \u200b\u200bthe promotion of the motor shaft without supplying air to the compressor impeller, but a tangential air supply to the axial turbine. This decision was dangerous in that it could bring the turbine because of its insufficient strength. So it turned out. Without my consent, the housing of the turbine was a fitting, through which, on a tangent of the turbine, the air under pressure was given about 10 atmospheres, when the turbine is promoting mercilessly "setting" all its blades on the hub. And such examples are many.
Nevertheless, the engine earned, albeit unstable. His idle speed was approximately 40,000 rpm. The whistle of the turbine as the revolutions growth went beyond the threshold of hearingness. Sometimes there was a breakdown of the flame in the combustion chamber (COP), and then the jet of air with a fine-dispersed kerosene escaped from the nozzle. The fuel supply system through centrifugal nozzles worked correctly. The organization of Kerosene combustion in the COP of small volume was solved by installing swirpers and flame stabilizers, the effectiveness of which was observed in a rather narrow range of fuel-air mixture flow rates. The expansion of the range of rates of stable burning, demanded a better preliminary preparation of fuel to combustion and increase the amount of COP. Such an increase in the amount of COP has drawn, in turn, traveled for the manufacture of a new hollow motor shaft with centrifugal nozzles, replacing the heat of the combustion chamber and the engine body. Details at that time, simple, but I have no money to continue the work and mood to combat skeptics. Stable burning in the COP could probably provide an automatic fuel supply regulator according to the readings of miniature thermal protifers and air pressure sensors at the outlet of the compressor, but this equipment with the appropriate parameters at the factory did not turn out to be. Development and manufacture of such a device required financial resources, additional studies and experiments. Unfortunately, the interest and support of the leadership of the Aviation CB in the refinement, this advanced time, was not possible to find the development then.
When information about my micro-TRD reached the chief designer, he said: "We (Machine-building plant. - Yu.V.) - not a motor engineering company, and to engage in such nonsense to us not to face ..."
The experience of the work on the creation of a micro-TRD, as well as the experience of the implementation of later projects of miniature low-cost aircraft with electronic equipment and the possibilities of the blast, born by the labor and initiative of engineers and inventors of the city of Taganrog, are also not demanded and not supported. These developments are replied now, only in some patents for inventions with the rights and obligations of patent authors, for their entry into an innovative environment and participation in innovative project competitions.
Today, such "nonsense" as a micro-TRD can be purchased in specialized stores of model products of some Western countries at a price of $ 3,000 to $ 6000, i.e. At the price of a new imported kitchen or a used foreign car, with the aim of use not only for reactive flying models, but also for unmanned aerial vehicles, small autonomous energy plants and even for new types of manned aircraft with a distributed reactive burden.
It should be recalled that the Creator of the Micro-TRD is generally accepted in the West, Corc Schrekling from Germany, who was supposedly the first to develop and build a carrier-layered turbojet engine in the 80s of the last century. However, according to the magazine "Model-Design" No. 3 of 1966, the championship in the development of such a micromotor belongs to the American aircraft model company (the engine "Turbocraft-22", which was not a prototype in the development of my TD-01, and was a "catalyst" and confirmation of the principled possible possibility and the reality of the creation of micro-TRD in the 60s - 70s).
From 1976, in part-time, I led aircraft model and laboratories, where my "turbojet creation was still unclaimed, waiting for support and Russian implementation ...

Chairman coordinating
Council of the Charitable Society of Scientific and Technical Creativity and Ecology "Juvenal" of Taganrog, Engineer, Inventor

The engine of this type in the current classification list of aviation power plants is not currently not used in real operation. Many people have never even heard about him. However, he, in fact, the peer of the first airplanes, has a curious history of practical application and can be interesting for aviation lovers.

Motor compressor power plant and-250.

In transport engineering, there has been such a thing for a long time as combined power unit . Usually this term means combining in one structural component of the engines (or the principles of their action) of various types, most often two or more.

For ground technology, there can be a good example with respect to actively used cars, buses and trolleybuses that can work with the use of piston internal combustion engines and electric motors in one, so to speak, set. For them, the term "hybrid engines" is most often used.

Aviation also did not avoid this fate. Combined power plants of various designs and principles of work were designed and applied on aircraft rather intensively with almost the first steps of aircraft construction.

It was not all of this not from a good life, but from the incomprehension of the desired with the existing opportunities. Indeed, even now, existing and developed highly superior aviation engines cannot make an aircraft absolutely universal, both in terms of high traction characteristics, mass and aerodynamic perfection and in terms of high fuel efficiency. Each of the existing motor circuits, for example, the screw and circuit on the reactive traction (VDD) has its most advantageous scope for it.

And in the first stages of the development of aviation, there was still no special choice of power plants, but there was a wide field for innovative activities. The principle of reactive movement, known, by the way, long before the emergence of the first airplanes, seemed one of the most seductive opportunities for solving problems.

And in the future, with an increase in aircraft speed (especially in the 40s), and the corresponding drop in the traction capabilities of the air screw, as well as the power capabilities of the piston engine (without growth in the mass), it became simply the only possible.

Jet rocket enginesAs liquid and solid fuel, could not become the main engines of the aircraft due to the short-term work of their work, some features complicating operation (concerns EDD) and management complexity (RDTT). Therefore, they were used mainly on experienced aircraft and as accelerators. In particular, it concerns engines on solid fuel. This is written ().

Quite quickly it became clear that the air-jet engine is most appropriate for the aircraft maintenance of the aircraft, and more precisely, this engine must be the turbo active for the possibility of starting from zero speed, that is, from the parking lot.

That's just an acceptable embodiment of this fact into a specific technical device, which could be fruitfully used as a power plant for the atmospheric aircraft delayed for certain reasons for both scientific and technical nature. That is, there was not enough knowledge, there were no specific theoretical developments and practical experience, there were no special production and materials.

What is and what do you want ...

But once the launched development process was no longer stopped. The first, purely jet aircraft with a turbojet engine made its historical flight on August 27, 1939. It was the German Heinkel He 178 aircraft equipped with the Heinkel Hes 3 engine, which had a maximum load of 498 kgf.

Turboactive motor non-3B

The plane is not 178.

The plane is not 178.

This engine was built by the beginning of 1939 and in July was tested in flight on the piston piston pesting Bomber Heinkel He 118, used as a flying laboratory. Hes 3 jested under his fuselage and included in flight (with the exception of take-off and landing).

For the first time, the TRD was practically used for a full-fledged reactive flight, it was clear, relatively primitive, however, had all the nodes characteristic of his type, incl. Compressor (centrifugal with retaining axial steps), turbine (radial), output device. And he worked already as a full air jet engine. However, its operational characteristics left much to be desired.

Those, however, there were all early TRDs as projects and built in metal. Small traction, low efficiency, meager resource, low reliability ... It is clear, because it was only the first steps, and all the achievements on this path remained ahead. However, so we can speak now, and then completely clear prospects have not yet been clear.

Perhaps, it is the existence at the initial stage of some uncertainty in the further development of turbojet engines and the desire to find more simple, but the most importantly necessary alternative, which would improve the characteristics of aircraft, forced engineers to consider other options for jet engines.

In one of these options, the principle of combination (or hybridness) was used. This is about motocompressor Air Reactive Engine (MKVRD). In the USSR, this type of engine in the first half of the 40s received another name - VDK (Air-jet engine with compressor).

Abroad, he has several names. Most used - MotorJet (for comparison of TRD - Turbojet), less use (as well as used in German) - Termojet. There are some more non-virtual names - Hybrid Jets, Piston-Jets, Compound Engines, Reaction Motor, as well as the Afterburning DuCted Fan (channel fan with afterburning), BYPASS DUCTED FAN.

In the turbojet engine, the most loaded and complex node is a turbine. For the most part, it determines the gas temperature limit for the design in the combustion chamber, since itself is not only under its impact, but also under load from huge centrifugal forces (working wheels). The gas temperature, in turn, directly affects the thrust.

But at the same time, the turbine in some way is secondary and the craving itself, so to speak, "does not". Its main purpose is to create power to rotate the compressor. That is, it is not enough that it is difficult and in the TRD can not do without it, but if it also has a low characteristic itself, then there will be no high parameters to have the highest parameters. Complete problems ...

To get rid of them, the "easiest thing" to get rid of the turbine itself. And this is just a case of a motor compressor engine. It is very convenient in the fact that in the 30s and early 40s, the experience of creating high-quality aviation turbines with relatively high parameters was not yet accumulated.

Traditionally, the classic motocompressor power plant consists of three main parts: piston internal combustion engine (PD), compressor and, if you can say so, simplified Air reactive engine. In this case, the compressor is driven from the piston engine (usually through a special transmission or shaft) and may be different typical design (most often centrifugal or axial).

The compressor is usually low-pressure (according to constructive capabilities). Instead, a high-pressure fan can also be used or, in fact, the air screw (or several) in the ring shell.

WDD in this set is really very simplified compared to the TRD. It does not have an either its own compressor, respectively, the turbine, and has only fuel nozzles (or their collector) through which the fuel is supplied to heating the incomprehension air, the improvised combustion chamber and the output device for gas output (nozzle). Moreover, using the combustion chamber, options are also possible (about it below).

Thus, the outer air across the special channel enters the external compressor, which rotates the piston engine. Next, the compressed air enters the combustion chamber where it is heated by burning fuel, and then eNERGY-equippedthe gas mixture passes in for overclocking and creating reactive traction.

In the classic version motor compressor engine Simplified WMD to its device and the principle of action resembles a direct-flow air jet or even more furious combustion chamber For TRD and TRDD. It is when creating motocompressor engines that the first experience was obtained, in the future in the development of FCS.

According to various sources, the contribution of the combustion chamber of the ICRD to the creation of thrust (in addition to the compression compressor) is estimated from one third to half of the total value depending on the perfection of the structure. The exhaust gases of the PD and the heat of its housing can also be made depending on the design variant of the design.

Heavy-friendly thrust from such combined power plant It can be obtained not only due to the reactive jet of gases from VD, but also with the help of an air screw driven by a piston engine (the same that rotates the compressor). There are various examples of designing and building aircraft with MKVDC with both an air screw and without it.

When used on the plane of both types of propulsion, and the air screw and reactive traction, a certain versatility is traced. At low speeds (heights), work is more profitable using the air screw, and at high speeds (heights) - using reactive traction. The high-speed possibilities of the aircraft are increasing.

It is worth saying that there were other, already significantly more advanced layout options for motor compressor engines, for example, at the end of the 30s, in the 40s (mainly in Germany), when they were created in parallel with the turbojet and full stroke accounted for evaluating activities, To understand which of the two principles more acceptable. In such a version, everything traditionally separate, the elements of the classical memorization were combined into a single unit, externally reminded the TRD (about the examples below). However, despite the similarity, the principle of work remained unchanged.

As an interesting addition ...

Speaking about the general principle of the MKVRD device, one cannot not mention one curious fact. Regardless of whether people know what is motor unit engineOr not, almost each of them has at home, it can be said, his miniature model. Low-power and for movement not intended, but still ...

This is an ordinary household hair dryer. In it, although in a primitive form, there are all the necessary items: a fan (mini-compressor), a heater (combustion chamber) and even a narrowing nozzle that blows other enough intensively and hotly :-) ...

Directions…

Attempts to introduce "hybridness", which ended up with the construction of actually working samples of the motocompressor type engines took place almost from the first steps of aviation development, when "flying bars" more or less firmly established in the air.

At the same time, it can be said that in the framework of the type of type there were several directions and options for design developments that changed the design (and sometimes the parameters of the work), but did not change the fundamental principle of engine operation.

An example is a somewhat unusual project of the engine of the French engineer Rene Lorin (René Lorin), made by him in 1908. From the simplified WDD, which seems to be present in MotorJet, only the output device remains in Lorin's engine, that is, nozzle.

Engine Rene Lorin.

The intrinsic combustion chamber, as well as a separate compressor, in the engine, as such, was absent. The combustion products were sent to the nozzle after igniting the fuel-air mixture in the piston engine cylinder.

That is, it was, in fact, each cylinder of which had its own nozzle for the exhaust exhaust gas and, accordingly, generating reactive traction. It is clear that the thrust was formed by impulses, although, of course, the relationship does not have this fact to PUVD. It was implied that such engines were to be installed directly on the wing of the aircraft.

The following in chronology, perhaps, it is worth mentioning the well-known Experimental coaches of COANDăA 1910, designed by the Romanian aerodynamic engineer and the inventor Henri Coande (Romanian. Henri Coandă), a famous discovery of the Cotene effect.

Airplane COANDA 1910 at the Paris Aviation Exhibition in 1910.

Motor circuit Coande. The fuel supply and ignition system, as well as additional COPs are not shown. The estimated supply of PD exhaust gases is shown into the stream.

The power plant was located in the nose of the fuselage. It had the appearance of the annular-hood channel, the front of which was equipped with a compressive air, the consumption of which through the front air intake was adjusted using a petal device (a coander called it by an obturator).

The compressor had the speed of rotation of about 4000 rpm and was driven from a row piston motor Clerget (50 hp), installed at the top of the fuselage at once over the air channel, through a special transmission.

The inventor himself first called such a TURBO-PROPULSEUR; TURBO-PROPULSEUR (the word "Turbo" here belongs to the compressor), and subsequently, when air-jet engines have already confidently occupied the leading place in the aircraft engine, declared it with air-reactive motor compressor engine.

At about the same time, the statement was called that Coandă 1910 was the first flew airplane on the reactive thrust, the maximum value of which (about 220 kgf) was approximately half of the traction of the above-mentioned Heinkel HE 178.

It was understood that the air compressed after the compressor was mixed with fuel, which burned, informing the aircraft increased reactive traction. The fuel was injected in the rear side parts of the air canal and burned there. In the future, some sources also mentioned some additional combustion chambers on the sides of the fuselage.

Kande Engine Compressor Elements.

COANDA 1910 aircraft replica. The installed PD does not match the original.

Another possible scheme of the motor installation of the COAANDA 1910 aircraft.

In addition, in patent applications stipulated the supply of exhaust gases from the piston engine to the entrance to the air channel, which could increase air flow through the engine and the flow temperature.

However, statements about combustion chambers actually appeared already in the post-war period. The design of the aircraft, in this plan it is extremely unsuccessful, hardly allowed to use such a scheme without a risk of a fire that would damage the wooden structure and a completely unprotected pilot.

The aircraft was presented at the 2nd Paris Aviation Exhibition (October 1910) without additional combustion chambers and the declared system of removal of the exhaust gases of the piston engine. Many researchers and aviation specialists, both at the time, and in recent years have been subjected to many doubt the fact of the existence of a fuel combustion system in the stream on COANDă 1910.

Even the fact of the only flight of this aircraft was questioned. He took place December 16, 1910 and ended unsuccessful due to damage to the control system (or inattentive pilot).

According to some Romanian sources (and allegedly from the words of the coath itself), the flight took place by chance. The engineer was not going to take off and simply conducted engine testing. Carelessly shifted levers increased the volume of the compressor and opened the obturator. The plane began running around and took off.

The surprise, the large flame of the exhaust from under the hood and the lack of experience in piloting led to the loss of control over speed and height. The plane was on the ground and caught fire. The engineer himself received some injuries. In the future, due to the lack of funds, the aircraft was not restored.

Possible propagation of hot gas from the engine on the COANDA 1910 plane.

It is curious that this incident is sometimes associated with the opening subsequently, Henri Coand the phenomenon called him named - the effect of the Canda. The air jet, which comes out of the ring nozzle of the motor installation of its aircraft together with the hot gases after combustion of fuel, as it were, "adhered" to the fuselage and damaged the tail plumage. It allegedly barked the engineer to certain thoughts. However, if all this was in fact, we seem to never know ....

In this case, there is another interesting point. At the same time, by the beginning of December 1910, in Paris, by the order of the Grand Duke Kirill Vladimirovich (the cousin of the emperor Nikolai II) were built by Aeroani, equipped with the Konese engine (he took direct participation), similar to the design of the air-based. So, there was no additional fuel combustion on this device, except in the piston engine itself.

Aerosani of the Grand Duke Kirill (Cande Project).

And yet ... Now, apparently, it is not so important that the fuel combustion system in the air flow on the engine COANDă 1910 was present. If it was, it was even quite primitive, but still a typical emotion with a complete set of characteristic design nodes. If not, then all the same, this project was quite close to such a type of engines, or rather to their specific variant that creates the so-called "cold craving".

Motor unit engine with a combustion chamber, heated air, creates "Mountains Bang. But if there is no extra combustion chamber, then the thrust is just cold. In this case, some heating can be carried out only by compressing air in the compressor (slightly, but still ...), removal into the stream of hot exhaust gases of the piston engine, as well as due to cooling the PD housing (if both of the latter method are provided with the design).

The coană 1910 aircraft engine could be close enough to this "cold" version (if we assume that it still did not have a fuel combustion system in the stream, or it was not used). The principle of the location of the aggregates, when the compressor is located ahead of the piston engine and blows it with air, sometimes it is also called "CONDUCTION SCHEME".

Interestingly, in the next, in 1911, the research project of the Russian engineer A. Gorokhov was announced. He represented a classic version of the motocompressor engine with 2 combustion chambers and a compressor with a piston motor movement. That is, the engine generated just hot craving. At the same time, the compressor itself also represented a piston unit, compressed air in the cylinders and guided it in the combustion chamber.

Project A.Gorokhova. 1 - aircabonik; 2 - compressor; 3 - combustion chambers; 4 - nozzles; 5 - piston engine.

Options ...

However, later, in the 30th and very beginning of the 40s, there were quite perfect projects of Motorgettes who worked exactly on the cold thrust.

An example is the German engine of HES 60, designed by the Joint Heinkel-Hirth in 1941, as the final model in a whole line of similar engines. This unit did not have a combustion chamber.

The air was compressed (with some temperature increase) in its own three-step axial compressor. Also, an exit to the stream of exhaust gases of a 32-cylinder diesel engine (power 2000 hp), which rotated the compressor and heat equipment from this PD. Next, the compressed air was heading to the controlled coogent nozzle. Calculated thrust reached 1250 kgf.

Engine circuit nonS-60.

In this model, the selection was provided, if necessary, a portion of the energy of the flow into intricate needs through a special radial turbine.

The piston engine "embedded" inside HES 60. Such a scheme was characteristic of German projects and was also applied to the ICRD projects using hot craving (mentioned below).

The principle of creating cold thrust tried to use as one of the modes of the motocompressor motor, on various experimental aircraft, such as FOCKE-WULF FW 44.

BMW Flugmotorenbau engine scheme for FOCKE-WULF FW 44 aircraft.

FOCKE-WULF FW 44 aircraft circuit with Motorjet type motor installed on a cold pull.

Focke-Wulf FW 44 aircraft.

On it, BMW Flugmotorenbau specialists in 1938, instead of a regular engine and a two-bladed air screw, installed another engine (BRAMO 325, later 329), four-blade fan and guide apparatus with an annular shell (on the principle of impeller). The air left the engine through the narrowing channels of the ring nozzle.

Motorjet Engineer Harris. 1917 year.

In the future, "cold thrust" found its use in various designs of jet engines, mainly in turbojet, especially this concerns engines.

And the very concept of "MotorJet" was first mentioned back in 1917 in the patented project of the British engineer Harris (H.S. Harris of Esher). This project was classic motor unit engine. In it, the centrifugal compressor (a) was driven by a two-cylinder piston engine (C).

Compressed air was sent to two side combustion chambers (D), where the fuel (B) was injected and burned (B), after which the gas stream was heading to the nozzle to create thrust. Here e is an additional ejectionable air.

The diversity of design developments of Motorges illustrates an interesting project of the famous British designer Frank Whittle (Frank Whittle) created by him in 1936. He called "Dual Thermal Cycle" (drawing). It contains two compressors. One, axial, main (b) at the beginning of the air tract, and the second, centrifugal (F), at its end. The axial was driven into the movement of the turbine (C), which in turn rotated from the air flow (H) created by the rear centrifugal compressor.

And this Central Bank compressor, in turn, was brought from a piston engine (E), which received air (J) for its work on the same CB of the compressor, and the exhaust gases (k) sent to the turbine for its additional promotion. The exhaust air from the turbine (L) was sent to the nozzle channel for additional traction.

Wittla "Dual Thermal Cycle" motor circuit.

German engineers experimented quite a lot to the beginning of the 40s on the topic of the motor compressor engine. There was even a concept for the possible use of such engines on distant bombers who can reach the shores of America.

Junkers Engine Project Junkers "Jet Reaction Plant".

Junkers has developed its big engine project called "Jet Reaction Plant". In it, a 4--digit axial compressor was made of a diesel engine with a block of 16 cylinders. In this case, the air cooled the body of the piston engine (thereby heating), and in the rear combustion chamber, the fuel was mixed with it, increasing the finite traction.

The first, really flying ...

Engineers of various countries were engaged in the development of motor compressor engines in that period of time. A year after the flight Heinkel He 178, in August 1940 another one of the first jet aircraft rose into the air. It was the Italian Caproni Campini N.1 / CC2.

But despite the "reactivity" on it, it was not installed a turbojet engine, namely the classic Motorjet. The propulsion was in itself, that is, the aircraft was driven only due to reactive traction, without using the air screw.

Caproni Campini No. 1 / CC2.

The MotorJet-A was a row piston engine ISOTTA Fraschini L.121 / RC (version involving air cooling, power 900 hp), which led the three-stage axial compressor, located in the nose of the fuselage. The compressor blades of the compressor could change the angle of installation using hydraulics 1.

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1 Note. Unfortunately, I could not find unambiguous information about the compressor concept. According to one sources (Italian), apart from the three steps of the rotor were three stator steps. That is, almost a full-fledged axial compressor. According to another stator, there were no three steps of high-pressure air screw (fan) of the changing step in the ring shell.

At the same time, the first two steps (of this screw) increased dynamic pressure, and the third served for the most part for the "correction" of the flow, that is, to give it an axial direction for a possible reduction in turbulization losses. After all, the flow was still to get to the output device through the entire fuselage.

But for our topic, in general, the essence of this design in the general role does not play. The principle of work in any case remains the same. Only output parameters are changing.

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The atmospheric air was entering the air intake (diffuser type), where he was inhibited with an increase in static pressure. Then the pressure (full or dynamic) increased in the compressor (fan), after which the air flowed the piston engine body, heating itself and cooling the PD simultaneously. At the same time, the flow absorbed its exhaust gases, also with an increased temperature, and came through the fuselage to his tail part.

Constructive scheme of the Caproni Campini No. 1 / CC2 aircraft. It is recommended to look in an enlarged form (clickable twice).

Flame stabilizers and fuel collectors in the floors of the Caproni Campini No. 1 / CC2 aircraft installation chamber.

Here he, he already heated and compressed, fell into the combustion chamber, where its temperature rises even more and further went into the atmosphere through the nozzle, creating a reactive traction. The nozzle was controlled by moving the central body using hydraulics.

Motor compressor power plant Caproni Campini No. 1 / CC2 aircraft installation. A managed cone is visible (central body).

The first (internal) circuit directed the air to heating by cooling the PD. Then the air was mixed with hot exhaust gases and then with evaporating (due to the temperature of these gases) fuel (gasoline), after which the mixture flashed from the candles. It was the so-called primary combustion chamber.

The heated primary gas, moving along the axis of the engine, evaporated and fit the secondary (or basic) portion of fuel (secondary or main COP), mixed with air supplied according to the second (external) contour. Next, the total stream was sent to the reactive nozzle for creating thrust.

Draft aircraft NASA JAKE "S Jeep (clickable).

The simultaneous use of both combustion chambers was envisaged, the use of only primary, or work at all without the COP, on the cold thrust mentioned already. This allowed to increase the time of finding the aircraft in the air, and the hot crav is only for a forced speed set.

This project has suffered the same fate as the main mass of others from the Motorjet region. Even at the stage of initial work out of the chambers of combustion, he had problems. But their decision did not affect the final results of the work. Yes, apparently, it could not affect because there were already working and promising TRDs. In March 1943, the program was for this reason closed.

"Flying" VDK ...

By the mid-40s, real practical competition (albeit formally) many projects existing in the West with ICRD made up Soviet aircraft with combined power installation The same principle. In the USSR, the developed type got another name - VDK.

By that time, all confidently stated a turbojet engine. Created more advanced and favorable samples. If in the 1930s, German aviation firms were engaged in mass proprietary engines in various embodiments with others, then by 1941, this work was discontinued almost completely and the designers switched to work with a TRD, finally determined targets for themselves in reactive engine. A rather intensively similar kind of work was also carried out in America and England.

In the USSR, work on motor compressor engines (Volk) was held since 1941. In about this time, the design bureau for working out the highest scheme was organized in Ciam (Central Institute of Aviation Engineering) VDK. The Bureau was led by the famous engineer designed by Kholevsivnikov K.V.

However, design activities without determining priorities were sufficiently slow (as well as in relation to other types of jet engines). And only in 1944, when German jet aircraft began to appear in real combat actions "suddenly", all work in this area was activated. Then, in the system of the People's Commissariat of the Aviation Industry, a research institute was even formed to work on the problems of reactive engine production - NII-1.

Fighter and-250 with ADC.

Constructive aircraft and-250 scheme. The location of the Volsk is shown.

At the end of May 1944, KB P.O.Suhogo, as well as A.I. Mikoyan and M.I. Gurevich, a task was issued for the design of experimental aircraft "with a piston engine and an additional air-reactive engine with a compressor." These additional "VDD with a compressor" were just called VDK. They were developed in Cyam Group of Kholovnikov.

The result was two flying aircraft: and-250 (according to some sources MiG-13) and Su-5. They had a fundamentally similar design of power plants. The main engine was the piston VK-107a (for Su-5, the engine M-107 was originally planned), from which an axial compressor was driven through a special shaft. The air came across the channel from the nose of the fuselage.

The combustion chamber was essentially, and for permanent work was not intended. The heat of the piston engine and its exhaust gases in the formation of reactive traction were not used.

In this way VDK Included only temporarily, if necessary, a sharp increase in thrust, that is, served as an accelerator (or auxiliary engine). For example, for and-250, its continuous operation was not more than 10 minutes. Fuel used - aviation gasoline.

Initial project SU-5VRDK.

Late project SU-5VRDK.

At the same time, the maximum speed was planned at a height of about 7500 m for I-250 - 825 km / h, for SU-5 - 795 km / h.

The Su-5 program was closed in 1946 among others recognized by non-prospective. Works on I-250 continued, so to speak, no matter what. And in the summer of 1945, it was even decided to build an experienced series of 10 aircraft. However, "watching" just that ...

Camera combustion (forns) VDC SU-5 aircraft.

Reactive nozzle of the SU-5 aircraft motocompressor motor.

I-250 For various reasons, it was extremely difficult to be introduced into production and was very uncomfortable in operation due to the large number of flaws and breakdowns concerning precisely VDK. By that time, reactive MiG-9 and Yak-15 with TRD were already commissioned. By the end of the state testing, I-250, the famous MiG-15 was experiencing in full swing.

Thus, fate and-250 was predetermined. Even the experienced serial ten, released, by the way, with difficulty and adventures, has not entered (according to some sources) in the combat composition of the Navy, for which it was intended. In 1950, the plane was officially derived from operation.

TsAG projects ...

In an initiative order in the TsAGI in the early 40s (before the formation of the NII-1), several projects of aircraft with AGC were also developed (unfortunately incarnated, unfortunately). The purpose of these projects was the task of working out the ways of a radical increase in aircraft speed. Its value was especially increased with the beginning of the Great Patriotic War.

Some of them…

Project of the C-1VRDK-1 aircraft. Equipped with a piston engine M-82 with ADC: axial compressor, combustion chamber (or bypass chamber), adjustable nozzle with central body. The thrust was created only due to the reactive jet. The air screw was not provided. Gasoline was used as fuel.

Project C-1VRDK-1. 3 - compressor; 5 - PD; 7 - Fuel supply to the combustion chamber; 11 - the central body of the adjustable nozzle.

According to the calculations at a height of 4500 m, the speed was supposed to reach 800 km / h, 7500 m - 820 km / h. Compared to screw fighters, the aircraft had increased railing, the best acceleration characteristics and could maintain a stable maximum speed over the entire height range.

To increase the duration of the flight, a cold thrust option was used. In this case, the fuel in the combustion chamber was not served. The air heated at the expense of the heat unit from the piston engine and the direction of its exhaust gases into the shared stream along the channels of the fuselage and further into the nozzle.

As a result, when using the combustion chamber not more than 15-20 minutes for the flight (and saving thereby fuel), the time of staying in the air could be increased to 3.5 hours, that is, such an aircraft could be used as a high-altitude barragging fighter-interceptor. A variant of a two-link aircraft with VDK.

Another project .... On the basis of the Yak-9 fighter (M-105F motor), a fighter project was developed with an ADRC type accelerator. In the tail part, the combustion chamber and a three-stage axial compressor, which, through drive shafts and intermediate gearboxes, were brought from a previously developed piston engine M-105rene (with an additional gearbox system).

Project Yak-9VRDK.

However, the plane turned out to be overheated due to the installation of additional equipment. The power of the new M-105 engine was lower than the original M-105F. The estimated speed compared to Yak-9 increased only 80 km / h, while combat capabilities decreased due to the required dismantling of the part of the weapons. The project was recognized as an unsuccessful, although the fact of its existence is interesting in terms of acquiring practical experience.

Somewhat later (by the end of 1943) there was another, more perfect project with AGC on the basis of Yak-9. It was supposed to be equipped with a high-rise piston engine AM-39F, which brought the two-stage VDC compressor, sending compressed air into the combustion chamber. According to the calculations, the aircraft could reach a speed of 830 km / h at an altitude of about 8100. The flight time for the combined use of cold and hot regimes was about 2.5 hours, that is, the aircraft could be used as a barragging fighter-interceptor.

Airplane (from Yak-9) with ADC. Piston Motor AM-39F

There was also a project providing for the installation of AUDK on the La-5 plane. Here, a single-stage fan installed in front of the engine was used as a compressor (as on the German piston engine BMW-801) with the guide apparatus added to it, which made it possible to form a practically a full-fledged stage of the axial compressor. The project scheme is presented in the figure.

The scheme of the La 5VRDK aircraft.

There were other interesting projects in various specialized Soviet KB ...

Carried out, for example, engine development, constructively somewhat different from traditional VDK . These were engines in which the piston motor was integrated into the VD, equipped with its compressor, and the long drive shaft was absent. Such a design aggregates were designed in the first half of the 40th German designers (the aforementioned engine on the cold thrust Hes 60, as well as the Junkers Jet Reaction Plant). After the end of the war, their experience and developments were used in the USSR.

In 1947, a fairly perfect engine "032" was developed under the leadership of Design Engineer A. Saybe on the so-called experienced factory No. 2 in OKB-1 (Kuibyshev region). It was one of the "German" factories formed in 1946 and engaged in gas turbine engines (in particular twe), using equipment and specialists exported from Germany.

Engine circuit "032".

The engine was equipped with a 10-cylinder star-shaped two-row built-in PD and an adjustable nozzle. Calculated maximum thrust - 2000 kgf, nominal - 1800 kgf. Overall dimensions: Length 4.0 m, diameter - 1.0 m. Fuel - kerosene or gas oil. The engine work was discontinued in the same 1947 due to the uninterruptedness due to the obvious advantage of the TRD.

Japanese contribution to the "common cause" ...

However, there was another country, the aviation engineers of which paid certain attention to the introduction motor compressor engines commissioned. This is Japan. Everything was done here for considerations of extreme necessity and, in general, with a substantial time shortage. Motorge was chosen due to its simplicity and sufficient for the existing conditions for traction efficiency.

In the end period of the 2nd World War I, Japan to combat the military ships of the USSR Allies (mainly the United States) created and began to use the aircraft aircraft managed by the pilot-kamikaze. It was a model Yokosuka MXY7 Ohka ("Oka" - Sakura flower).

Airplane OHKA 22 with TSU 11 engine (aerospace museum in Washington).

However, this aircraft (more precisely speaking his originally existed Ohka 11) was equipped with rocket engines with a large initial impulse, but low work time. Therefore, the range of the aircraft was low - about 36 km.

Such a small range was a big disadvantage, because carriers of shell aircraft, Mitsubishi G4M2 torpedo bombers were forced to launch Ohka 11 approach ship's aircraft carrier at small distances, thereby exposing themselves and their cargo risk to be hit by the enemy fighters.

This often happened, while not only the plane-projectile, but also a bomber with all the crew. Because of these cases, repeatedly happened, Ohka 11 even received a nickname from American sailors, which in Japanese means "fool", "idiot".

To correct this lack and increasing the range, another engine was required. Since no time nor special resources for its development has already been clearly lacked, the Japanese engineers paid attention to the principle of the motor compressor engine.

TSU-11 OHKA-22 aircraft engine combustion chamber.

View from the side of the nozzle. Ohka 22 Airplane (Museum).

Piston engine from the composition of TSU-11 and compressor air intakes.

Motorjet-A piston motor TSU-11. Compressor air intake.

As a result, ISHIKAWAJIMA TSU-11 was turned out. Its air-reactive part consisted of a single-stage axial compressor and combustion chamber with an irregular nozzle. The compressor drive was carried out from the 4-Cylindrous inverted row piston engine Hitachi Hatsukaze on-11 (on-47, the license of the German Hirth HM 504). The air inlet was carried out through two side air intakes in the tail of the fuselage.

VDI was very simple, you can say primitive. His thrust was about 180 kgf, while according to the American engineers, which weeded the sample of this engine, the contribution of the combustion chamber to the total traction was small. Most of the traction was formed by the compressor. Nevertheless, the range of flight compared to the 11th model, increased more than three times. The plane received the name Ohka 22.

A sufficiently small number of TSU-11 engines was produced. He also planned to install Yokosuka MXY9 Shuka. Who was going to be used as a training for the pilots of an interceptor aircraft with a missile engine Mitsubishi J8M (marine option, Ki-200 - Army option).

However, none of these aircraft flew away - the war ended. Ohka 22 managed to build about 50 pieces (11th model -755 pieces). One of the TSU-11 engines is in Washington in the National Aerospace Museum (NASM). It is mounted on restored Ohka 22.

By the end of the fortieth, there was practically no interest in the motor compressor engines, and they disappeared from the practical field of view of aviation engineers. In the future, there were certain cases of using it or its principle of work, most often, little-known, single and with great aviation are no longer connected.

Experimental model of the aircraft (B-208T) with a motor compressor engine (clickable).

The engine of this type in the order of the experiment was applied (apply now) in aircraft modeling (imitation of the TRD) or the development of small unmanned aerial vehicles. An example is the so-called Rubicon program (1968-1978) in the USSR, dedicated to the development of micro-engines on the reactive traction and the then created model of the Aircraft B-208T.

This model was equipped with a fan (1) with a guide apparatus (2), driven by a conventional model compression piston engine (3), and a combustion chamber (4).

Or completely non-aviance. For example, the use of the output gas jet motor compressor engine For high-speed cleaning of surfaces, and the specifically of the railway routes of ice and snow. This is the so-called "Hornet Project" of a small Canadian company NYE THERMODYNAMICS CORPORATION (1998).

In this device, heat pipe from the COP serial and third-party diesel compressor is applied.

Motor installations on the principle of the memorization are sometimes used now for exotic vehicles in various auto show and for record races. As a compressor, automobile turbochargers or the aggregates of them are used as a compressor.

Almost already in our time there were ideas for using motor-compressor engines on a cold straight with integrated diesel engines on for small-sized aerotexi. The main thing in these ideas was to use the latest achievements in aviation engine, which would allow to perform the operation of profitable and cheap for ordinary passengers.

And still…

And yet, on the fact for aviation, the era of Motorgettes by the 50th year ended finally ... The motocompressor engine initially turned out to be at the turn of two eras in the development of aircraft engineering, at the turn, where new technologies come to replace the old. His power consisted of this, and his weakness at the same time, and everything seemed to be just created, the projects were very quickly carried out.

In the same period of time (30s), there were work on the creation of turbocompressors (Tursbojet), but still the level of scientific knowledge, technologies and the development of metallurgy did not allow to create at the same time perfect, durable, powerful and reliable gas turbine ( as in modern TRD).

At the same time, the idea of \u200b\u200bMotorJet, as the engine of the air-reactive traction, turned out to be quite revolutionary and had obvious advantages. With a good choice of the power of the piston engine, sufficient compressor performance (by air consumption and by the degree of compression), the correct selection and coordinated joint operation of the combustion chamber and the voltage voltage voltage voltage can be more than the thrust of the screw of one piston engine.

Plus, it is necessary not to forget about the fact of the fall of the axle of the air screw at the rate that it is not characteristic of VD (and therefore ICRD).

In addition, in accordance with all this, the first TRD had a very small operational resource. Motorjet could also have an advantage in this regard. After all, its reliability and durability (in comparison with the TRD) for the most part depended on the well-spent PD and a fairly simple combustion chamber. Therefore, interest in such an engine was quite natural.

However, the aforementioned engine transition has identified its essential flaws that made ultimately (and especially after the rapid introduction of the TRD) its further use is simply inappropriate.

Workflows in the combined power plant operating on the principle motor compressor engineare described at once with two thermodynamic cycles. The piston engine is a cycle OTTO, and for the Volk - Briton cycle.

As you know, the higher the pressure in the cycle, the higher its work, which means the resulting power. With high pressure, thermal processes in the combustion chamber are better flowing, the completeness of the combustion increases, which means that the need for fuel is reduced and efficiency is growing.

The completeness of the use of heat obtained during fuel combustion characterizes thermal efficiency cycles. It directly depends on the degree of compression of air entering the combustion chamber. The higher the degree of compression, the higher the CPD.

For a piston engine, the compression ratio characterizes such a value as "compression", and for an air-reactive engine with a compressor is π toThat is, the degree of increase in pressure in the compressor.

And just obtaining high π to compressor VDK It turned out to be difficult. One of the reasons for this is the imperfection of the compressors used. The complexity of technologies, insufficient level (compared to the present time) of engineering and design knowledge in the field of creation of axial compressors forced to apply mainly centrifugal compressors, in some cases even fans (air screws) in ring shells.

The axial compressors began to appear more often in German projects of the late 30s, the first half of the 40s. But also to such aggregates to create more compression it is necessary to have a larger number of steps, which means large sizes and mass, which is not always permissible (another cause of low π K).

One stage of a good compressor CB in principle can provide a relatively high degree of pressure increase, however, it is 2.5-3 times less bandwidth than the axial compressor (with other things being equal). And the bandwidth is air flow, one of the main parameters of any VDD. It is directly proportional to the traction.

Moreover, compression is hard work. The greater the greater compression ratio, we want to get and provide a greater air consumption, the greater work should make an aggregate leading compressor.

For case VDK - This is a piston engine, and for it is a high power directly means a large mass. Mass - one of the main disadvantages of the motocompressor power plant, in which an absolute massive unit (PD) is used to drive in a common low-power compressor. It is doubly worse if the compressor drive is its only function, that is, the air screw is not used.

In this regard, the gas turbine turbineactive engines (especially modern) is in a much better position. With a relatively low mass and dimensions (compact), being in the composition of a single unit, it makes it very much to work on the enclosure of the compressor (as well as the massive fan B), compressing and transmitting large mass of air through the engine.

As a result, with all possible advantages, we have: a low degree of compression, low efficiency, low efficiency (as well as any flock chamber), sufficiently small air flow and a large mass. It is quite clear that competition with the turbojet engine a motor compressor would not be on the shoulder. However, it was practically not.

None of the aircraft equipped with Motorjet, in fact, was not in the "serious" operation. All of them, even reached the small series I-250, so, in general, and remained experienced, a kind of demonstrators of others, unfortunately, not quite successful technologies.

History, as you know, write winners ...

In this case, a kind of winner became a TRD, quite, however, deservedly. At the same time, the motocompressor engine was in some shadow, so, as already mentioned, not even all (especially people in the aviation sense are inexperienced) they know about him.

However, in fact, he became an important link in the history of aviation development. This is a fact whose value cannot be understood. The practice of using for modern TRD (TRDD) originates, essentially, from the first MotorJet. It is enough to recall the Caproni Campini N.1 aircraft combustion chamber.

The second outline of modern turboclerous engines, thanks to which they are highly economical and low noise - a kind of embodiment motor compressor engines With the so-called cold burden.

Thus, contrary to the opinion of some historians of aviation concerning the primitiveness and the irrelevance of Motorjet-s, representing a dead-end branch of the VDD development, they still deserve respect for themselves and occupy a noticeable place in a number of world aviation achievements.

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In conclusion, another roller from "Hornet Project" and illustration on the topic that did not enter the main story.

To new meetings ...

Caproni Campini Airplane No. 1 / CC2.

Checking the operation of the aircraft of the Caproni Campini aircraft No. 1 / CC2. The fuselage is stronged.

Demonstration of flashing on the Caproni Campini №1 / CC2 aircraft with an expedited fuselage.

Plane Caproni Campini №1 / ss2 in the museum exposition.

The turbojet engine HES-3.

Motor compressor power plant and-250 scheme.

Airplane and-250 (MiG-13).

Airplane OHKA 22 in the aerospace museum.

TSU-11 engine mounting process by OHKA-22 aircraft (aerospace museum).

The air intake of the engine TSU-11.vidden compressor.

SU-5 aircraft with volk.

Another project of the aircraft with a KB dry motor.

Aeroani with coané engine.

Internal device of aerosas with the engine of coat.

A combustion chamber operating as a component of a motor compressor engine (Hornet project).

Engine circuit "032", view of the piston engine.

 

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