Blackbird From , joined Dec 1969, posts, RR: Posted (5 years 5 months 3 weeks 2 days 23 hours ago) and read 3021 times:
Okay... the JT8D's spool up time is around 6.5 to 8 seconds. What was the original J-52's spool-up rate? -- It seemed as if the A-6 intruders spooled up faster than that?
Also the RM-8, was it modified at all from the baseline JT8D design? Was it's spool-up rate different? Was it designed to fly faster?
(Assuming none of this is classified -- I doubt it would be since the A-6 is an outdated aircraft -- that is)
I'm not asking this question on the military forum because the JT8D was used for both civilian and military uses and I figure should be under tech-ops which is not military (or even civilian) specific.
Aviopic From Netherlands, joined Mar 2004, 2681 posts, RR: 46 Reply 1, posted (5 years 5 months 3 weeks 2 days 18 hours ago) and read 2994 times:
Quoting Blackbird (Thread starter): Also the RM-8, was it modified at all from the baseline JT8D design?
The Volvo Flygmotor RM-8A or B(as was used in the Saab Viggen) was a standard JT8D but modified internally and an after burner was added.
It also features a different reverser.
Can't help you with the other questions.
The truth lives in one’s mind, it doesn’t really exist
Jetlagged From United Kingdom, joined Jan 2005, 2462 posts, RR: 17 Reply 2, posted (5 years 5 months 3 weeks 2 days 15 hours ago) and read 2963 times:
Quoting Blackbird (Thread starter): Okay... the JT8D's spool up time is around 6.5 to 8 seconds. What was the original J-52's spool-up rate? -- It seemed as if the A-6 intruders spooled up faster than that?
Also the RM-8, was it modified at all from the baseline JT8D design? Was it's spool-up rate different? Was it designed to fly faster?
The J52 was a turbojet, with one less compressor stage than a JT8D or an RM8. It might well have different dynamics. Also a civilian engine might be set up with a wider surge margin, and hence have its ACU set to spool up more slowly. A military variant could be allowed less surge margin and so accelerate faster. Whether the ACU was different I don't know.
The Volvo RM8B was certainly different to the JT8D as it apparently had three fan stages. The last question is rather obvious as clearly both the RM8A and RM8B were designed for a supersonic application.
The glass isn't half empty, or half full, it's twice as big as it needs to be.
Starlionblue From Hong Kong, joined Feb 2004, 15904 posts, RR: 66 Reply 3, posted (5 years 5 months 3 weeks 2 days 8 hours ago) and read 2933 times:
Quoting Blackbird (Thread starter):
Also the RM-8, was it modified at all from the baseline JT8D design? Was it's spool-up rate different? Was it designed to fly faster?
"fly faster" is a bit of a misnomer. Even in supersonic flight, intake speed is slowed to subsonic. And that's as much as I know on the subject.
Quoting Blackbird (Thread starter): (Assuming none of this is classified -- I doubt it would be since the A-6 is an outdated aircraft -- that is)
Yes and no. There are privately owned aircraft (museum pieces mostly) out there from the A-6 era that are not allowed to be made airworthy because they are too advanced. I'm sure there are plenty of third and fourth rate air forces that would (literally) kill to get a bunch of A-6s in service. And just because it's outdated doesn't make it totally ineffective against a first rate air power. Even in a best case scenario (from the first rate side) it would tie up resources.
"There are no stupid questions, but there are a lot of inquisitive idiots." - from Citadel by John Ringo
Jetlagged From United Kingdom, joined Jan 2005, 2462 posts, RR: 17 Reply 5, posted (5 years 5 months 3 weeks 1 day 18 hours ago) and read 2882 times:
ACU = Acceleration Control Unit. Part of the engine fuel control unit which limits fuel flow, so limiting engine acceleration to prevent surges.
Supersonic mods are mainly in the intake and exhaust nozzle area. The intake is designed to compress the air using shock waves and variable ramps and so reduce air velocity to subsonic. The additional air pressure is a useful bonus. The exhaust nozzle is variable area so the air can be expanded supersonically when necessary.
The glass isn't half empty, or half full, it's twice as big as it needs to be.
Airgypsy From United States of America, joined Nov 1999, 129 posts, RR: 2 Reply 6, posted (5 years 5 months 3 weeks 1 day 16 hours ago) and read 2855 times:
ACU = Compressor Bleed Control for JT8s. The range of JT8s makes any general statement impossible. Straight 8s (1-17R) and the -200 series. The -17s bore almost no resemblance to the very popular early -7s. -200s came with a real fan and very advanced compressor control. Acceleration times are very dependant on the type and number of the bleed valves and the controller set up. I always gave a DC-9/MD-80 plenty of time to make up its mind when maintenance taxiing because unless you did a lot of checking first, you never knew what to expect when you pushed up the throttles.
6th stage, 8th stage, 13th stage bleed valve numbers changed with every effort to eliminate the chuffing and banging that was brought on by the EPA requirements to burn cleaner (particulate emissions). Unlike the GE compressor articulated stator vanes that provided a smooth transition from idle to power, the 8s shifted like a drag racer dropping the hammer when the bleed vaves closed (provided they didn't stick). Then there are the fuel control 3D cam issues with the 8s.
Besides - read closely and you'll find that acceleration limits are manufacturers "recommendations".
Military engines (like the Spey) are also saddled with governors and limiters that allow the operator to move the throttle without regard to overspeed or overtemp.
You will still be discussing this next Christmass. Happy new year.
Jetlagged From United Kingdom, joined Jan 2005, 2462 posts, RR: 17 Reply 7, posted (5 years 5 months 3 weeks 1 day 14 hours ago) and read 2843 times:
Quoting Airgypsy (Reply 6): ACU = Compressor Bleed Control for JT8s
I was talking about the ACU within the fuel control unit, not surge bleed valves. Bleed valves certainly affect engine acceleration, but fuel control gives a more precise effect.
Quoting Airgypsy (Reply 6): Military engines (like the Spey) are also saddled with governors and limiters that allow the operator to move the throttle without regard to overspeed or overtemp.
Not just a military thing. Rolls Royce typically added many more governors than were usual on a Pratt & Whitney engine of that era. That included civil Speys, Conways, RB211s.
The glass isn't half empty, or half full, it's twice as big as it needs to be.
Blackbird From , joined Dec 1969, posts, RR: Reply 8, posted (5 years 5 months 3 weeks 1 day ago) and read 2804 times:
Since the RM-8 was designed for high-speed flight in excess of Mach 2, conditions which would drive up the airplane's turbine inlet temperature, did it feature a modified turbine?
How quick were the RR-Ghost, RR-Avon, and RR-Spey spool-up rates if any of you guys know any of them by the way?
Starlionblue,
Quote: There are privately owned aircraft (museum pieces mostly) out there from the A-6 era that are not allowed to be made airworthy because they are too advanced.
BR715-A1-30 From , joined Dec 1969, posts, RR: Reply 9, posted (5 years 5 months 3 weeks 21 hours ago) and read 2792 times:
Quoting Airgypsy (Reply 6): The -17s bore almost no resemblance to the very popular early -7s. -200s came with a real fan and very advanced compressor control.
What exactly do you mean by "Real Fan?" Are you saying the str8 8s were basically turbojets (in a sense)
Blackbird From , joined Dec 1969, posts, RR: Reply 10, posted (5 years 5 months 3 weeks 21 hours ago) and read 2788 times:
So, even some older military turbojets in addition to having a fuel-control system designed with a narrower surge margin, and possibly more liberal use of bleed valves to allow faster spool-up, also were designed with governors and limiters to allow the pilot to achieve maximum performance out of the engine safely?
BR715-A1-30,
I would guess that he meant that the plane had a fan of more pronounced size than the earlier JT8D's, and a more substantial bypass-ratio.
Starlionblue From Hong Kong, joined Feb 2004, 15904 posts, RR: 66 Reply 11, posted (5 years 5 months 3 weeks 16 hours ago) and read 2775 times:
Quoting Blackbird (Reply 8): Quote:
There are privately owned aircraft (museum pieces mostly) out there from the A-6 era that are not allowed to be made airworthy because they are too advanced.
Like a B-58 or something?
Some F-4s. Ok those are a bit younger but not much.
"There are no stupid questions, but there are a lot of inquisitive idiots." - from Citadel by John Ringo
Airgypsy From United States of America, joined Nov 1999, 129 posts, RR: 2 Reply 12, posted (5 years 5 months 3 weeks 14 hours ago) and read 2764 times:
Straight 8s are "low" bypass engines. -200s are "medium" bypass engines. JT9s are "high" bypass. A J-75 turbojet is a no bypass.
Otherwise referred to as LRT = Little Round Things and BRT = Big Round Things.
MarkC From United States of America, joined Apr 2006, 259 posts, RR: 0 Reply 14, posted (5 years 5 months 2 weeks 6 days 15 hours ago) and read 2729 times:
Is there really a definition of high and low bypass ratios? I don't know if you can really define it as a number.
Number aside, the straight 8's fan is like an early fan or fighter fan design. Multiple stages. An 8D-200 has a single stage fan and is more like a modern fan.
Boeing767mech From United States of America, joined Dec 2000, 994 posts, RR: 3 Reply 15, posted (5 years 5 months 2 weeks 6 days 14 hours ago) and read 2723 times:
Quoting Airgypsy (Reply 12): Otherwise referred to as LRT = Little Round Things and BRT = Big Round Things.
Personally I prefer big round things......................................................................
Easier to inspect.........
I hated trying to check in blades on a JT8. I much rather be standing in the inlet than bent up like a preztel in the inlet.
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