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interposed between layers of dissimilar material. The
materials employed depend upon the environment in
which they are used.
INSPECTION
47. During the process of manufacture, component
parts need to be inspected to ensure defect free
engines are produced. Using automated machinery
and automated inspection, dimensional accuracy is
maintained by using multi-directional applied probes
that record sizes and position of features. The C.N.C.
inspection machine can inspect families of
components at pre-determined allotted intervals
Manufacture
240
Fig. 22-14 Some composite material applications.
without further operator intervention. In the chip
machining (i.e., turning, boring, milling etc.) and
metal forming processes C.N.C. machine tools
enable consistency of manufacture which can be statistically
inspected i.e., one in ten. Component
integrity is achieved by use of ultrasonic, radiological,
magnetic particle and penetrant inspection
techniques, as well as electrolytic and acid etching to
ensure all material properties are maintained to both
laboratory and quality acceptance standards.
Manufacture
241
Fig. 22-15 Advanced integrated manufacturing system (A.I.M.S.).
Rolls-Royce Turbomeca RTM 332 Turboshaft
Rolls-Royce RB 93 Soar
Developed as a lightweight expendable
engine for winged missiles, the Soar first ran
in 1952. At that time it had the best thrust to
weight ratio of any gas turbine in the world,
producing 1810 lb thrust from only 275 lb total
weight. The Soar was flight tested in a Gloster
Meteor with one engine on each wingtip. It
was also built under licence in the USA as the
J81 for the XQ4 supersonic drone.
23: Power plant installation
Contents Page
Introduction 243
Power plant location 243
Air intakes 245
Engine and jet pipe
mountings 248
Accessories 249
Cowlings 249
INTRODUCTION
1. When a gas turbine engine is installed in an
aircraft it usually requires a number of accessories
fitting to it and connections made to various aircraft
systems. The engine, jet pipe and accessories, and
in some installations a thrust reverser, must be
suitably cowled and an air intake must be provided
for the compressor, the complete installation forming
the aircraft power plant.
POWER PLANT LOCATION
2. The power plant location and aircraft configuration
are of an integrated design and this depends
upon the duties that the aircraft has to perform.
Turbo-jet engine power plants may be in the form of
pod installations that are attached to the wings by
pylons (fig. 23-1), or attached to the sides of the rear
fuselage by short stub wings (fig. 23-2), or they may
be buried in the fuselage or wings. Some aircraft
have a combination of rear fuselage and tailmounted
power plants, others, as shown in fig. 23-3,
have wing-mounted pod installations with a third
engine buried in the tail structure. Turbo-propeller
engines, however, are normally limited to installation
in the wings or nose of an aircraft.
243
Power plant installation
244
Fig. 23-1 Wing-mounted pod installation.
Fig. 23-2 Fuselage - mounted pod installation.
Fig. 23-3 Tail and wing-mounted pod installation.
3. The position of the power plant must not affect
the efficiency of the air intake, and the exhaust gases
must be discharged clear of the aircraft and its
control surfaces. Any installation must also be such
that it produces the minimum drag effect.
4. Power plant installations are numbered from left
to right when viewed from the rear of the aircraft.
5. Supersonic aircraft usually have the power plants
buried in the aircraft for aerodynamic reasons.
Vertical lift aircraft can use either the buried installation
or the podded power plant, or in some instances
both types may be combined in one aircraft (Part 18).
AIR INTAKES
6. The main requirement of an air intake is that,
under all operating conditions, delivery of-the air to
the engine is achieved with the minimum loss of
energy occurring through the duct. To enable the
compressor to operate satisfactorily, the air must
reach the compressor at a uniform pressure
distributed evenly across the whole inlet area.
7. The ideal air intake for a turbo-jet engine fitted to
an aircraft flying at subsonic or low supersonic
speeds, is a short, pitot-type circular intake (fig. 23-
4). This type of intake makes the fullest use of the
ram effect on the air due to forward speed, and
suffers the minimum loss of ram pressure with
changes of aircraft attitude. However, as sonic speed
　
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