A handful of nice turbine machining international pictures I found:
Steven F. Udvar-Hazy Center: SR-71 Blackbird (starboard profile)
Image by Chris Devers
See more photographs of this, and the Wikipedia article.
Particulars, quoting from Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird:
No reconnaissance aircraft in history has operated globally in much more hostile airspace or with such full impunity than the SR-71, the world’s fastest jet-propelled aircraft. The Blackbird’s efficiency and operational achievements placed it at the pinnacle of aviation technology developments throughout the Cold War.
This Blackbird accrued about two,800 hours of flight time during 24 years of active service with the U.S. Air Force. On its final flight, March 6, 1990, Lt. Col. Ed Yielding and Lt. Col. Joseph Vida set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, four minutes, and 20 seconds, averaging three,418 kilometers (2,124 miles) per hour. At the flight’s conclusion, they landed at Washington-Dulles International Airport and turned the airplane more than to the Smithsonian.
Transferred from the United States Air Force.
Manufacturer:
Lockheed Aircraft Corporation
Designer:
Clarence L. "Kelly" Johnson
Date:
1964
Nation of Origin:
United States of America
Dimensions:
General: 18ft 5 15/16in. x 55ft 7in. x 107ft 5in., 169998.5lb. (five.638m x 16.942m x 32.741m, 77110.8kg)
Other: 18ft 5 15/16in. x 107ft 5in. x 55ft 7in. (five.638m x 32.741m x 16.942m)
Supplies:
Titanium
Physical Description:
Twin-engine, two-seat, supersonic strategic reconnaissance aircraft airframe constructed largley of titanium and its alloys vertical tail fins are constructed of a composite (laminated plastic-kind material) to minimize radar cross-section Pratt and Whitney J58 (JT11D-20B) turbojet engines feature large inlet shock cones.
Extended Description:
No reconnaissance aircraft in history has operated in far more hostile airspace or with such full impunity than the SR-71 Blackbird. It is the quickest aircraft propelled by air-breathing engines. The Blackbird’s overall performance and operational achievements placed it at the pinnacle of aviation technology developments throughout the Cold War. The airplane was conceived when tensions with communist Eastern Europe reached levels approaching a full-blown crisis in the mid-1950s. U.S. military commanders desperately necessary correct assessments of Soviet worldwide military deployments, particularly near the Iron Curtain. Lockheed Aircraft Corporation’s subsonic U-2 (see NASM collection) reconnaissance aircraft was an capable platform but the U. S. Air Force recognized that this relatively slow aircraft was already vulnerable to Soviet interceptors. They also understood that the speedy development of surface-to-air missile systems could put U-two pilots at grave danger. The danger proved reality when a U-two was shot down by a surface to air missile over the Soviet Union in 1960.
Lockheed’s very first proposal for a new higher speed, higher altitude, reconnaissance aircraft, to be capable of avoiding interceptors and missiles, centered on a style propelled by liquid hydrogen. This proved to be impracticable because of considerable fuel consumption. Lockheed then reconfigured the design for standard fuels. This was feasible and the Central Intelligence Agency (CIA), currently flying the Lockheed U-two, issued a production contract for an aircraft designated the A-12. Lockheed’s clandestine ‘Skunk Works’ division (headed by the gifted design and style engineer Clarence L. "Kelly" Johnson) developed the A-12 to cruise at Mach three.2 and fly well above 18,288 m (60,000 feet). To meet these difficult specifications, Lockheed engineers overcame numerous daunting technical challenges. Flying a lot more than three occasions the speed of sound generates 316° C (600° F) temperatures on external aircraft surfaces, which are sufficient to melt traditional aluminum airframes. The style group chose to make the jet’s external skin of titanium alloy to which shielded the internal aluminum airframe. Two traditional, but very strong, afterburning turbine engines propelled this remarkable aircraft. These energy plants had to operate across a large speed envelope in flight, from a takeoff speed of 334 kph (207 mph) to far more than three,540 kph (2,200 mph). To avert supersonic shock waves from moving inside the engine intake causing flameouts, Johnson’s group had to design and style a complex air intake and bypass system for the engines.
Skunk Works engineers also optimized the A-12 cross-section design and style to exhibit a low radar profile. Lockheed hoped to accomplish this by carefully shaping the airframe to reflect as little transmitted radar energy (radio waves) as attainable, and by application of specific paint made to absorb, rather than reflect, those waves. This treatment became one of the first applications of stealth technologies, but it never ever fully met the design objectives.
Test pilot Lou Schalk flew the single-seat A-12 on April 24, 1962, right after he became airborne accidentally during higher-speed taxi trials. The airplane showed excellent promise but it necessary considerable technical refinement prior to the CIA could fly the 1st operational sortie on May 31, 1967 – a surveillance flight over North Vietnam. A-12s, flown by CIA pilots, operated as element of the Air Force’s 1129th Specific Activities Squadron below the "Oxcart" plan. Although Lockheed continued to refine the A-12, the U. S. Air Force ordered an interceptor version of the aircraft designated the YF-12A. The Skunk Performs, nevertheless, proposed a "specific mission" version configured to conduct post-nuclear strike reconnaissance. This system evolved into the USAF’s familiar SR-71.
Lockheed built fifteen A-12s, which includes a specific two-seat trainer version. Two A-12s had been modified to carry a unique reconnaissance drone, designated D-21. The modified A-12s were redesignated M-21s. These have been developed to take off with the D-21 drone, powered by a Marquart ramjet engine mounted on a pylon among the rudders. The M-21 then hauled the drone aloft and launched it at speeds higher adequate to ignite the drone’s ramjet motor. Lockheed also constructed three YF-12As but this sort never ever went into production. Two of the YF-12As crashed for the duration of testing. Only one survives and is on display at the USAF Museum in Dayton, Ohio. The aft section of a single of the "written off" YF-12As which was later utilised along with an SR-71A static test airframe to manufacture the sole SR-71C trainer. A single SR-71 was lent to NASA and designated YF-12C. Which includes the SR-71C and two SR-71B pilot trainers, Lockheed constructed thirty-two Blackbirds. The initial SR-71 flew on December 22, 1964. Simply because of extreme operational costs, military strategists decided that the far more capable USAF SR-71s should replace the CIA’s A-12s. These have been retired in 1968 following only one particular year of operational missions, mainly more than southeast Asia. The Air Force’s 1st Strategic Reconnaissance Squadron (component of the 9th Strategic Reconnaissance Wing) took more than the missions, flying the SR-71 starting in the spring of 1968.
Soon after the Air Force began to operate the SR-71, it acquired the official name Blackbird– for the specific black paint that covered the airplane. This paint was formulated to absorb radar signals, to radiate some of the tremendous airframe heat generated by air friction, and to camouflage the aircraft against the dark sky at higher altitudes.
Expertise gained from the A-12 system convinced the Air Force that flying the SR-71 safely required two crew members, a pilot and a Reconnaissance Systems Officer (RSO). The RSO operated with the wide array of monitoring and defensive systems installed on the airplane. This gear included a sophisticated Electronic Counter Measures (ECM) technique that could jam most acquisition and targeting radar. In addition to an array of sophisticated, higher-resolution cameras, the aircraft could also carry equipment made to record the strength, frequency, and wavelength of signals emitted by communications and sensor devices such as radar. The SR-71 was designed to fly deep into hostile territory, avoiding interception with its tremendous speed and higher altitude. It could operate safely at a maximum speed of Mach three.three at an altitude far more than sixteen miles, or 25,908 m (85,000 ft), above the earth. The crew had to put on stress suits similar to those worn by astronauts. These suits were required to defend the crew in the event of sudden cabin stress loss while at operating altitudes.
To climb and cruise at supersonic speeds, the Blackbird’s Pratt & Whitney J-58 engines had been created to operate continuously in afterburner. Even though this would appear to dictate higher fuel flows, the Blackbird in fact achieved its greatest "gas mileage," in terms of air nautical miles per pound of fuel burned, during the Mach 3+ cruise. A standard Blackbird reconnaissance flight may call for a number of aerial refueling operations from an airborne tanker. Every time the SR-71 refueled, the crew had to descend to the tanker’s altitude, typically about 6,000 m to 9,000 m (20,000 to 30,000 ft), and slow the airplane to subsonic speeds. As velocity decreased, so did frictional heat. This cooling impact caused the aircraft’s skin panels to shrink significantly, and those covering the fuel tanks contracted so considerably that fuel leaked, forming a distinctive vapor trail as the tanker topped off the Blackbird. As soon as the tanks have been filled, the jet’s crew disconnected from the tanker, relit the afterburners, and once again climbed to higher altitude.
Air Force pilots flew the SR-71 from Kadena AB, Japan, all through its operational profession but other bases hosted Blackbird operations, too. The 9th SRW sometimes deployed from Beale AFB, California, to other areas to carryout operational missions. Cuban missions had been flown directly from Beale. The SR-71 did not commence to operate in Europe until 1974, and then only temporarily. In 1982, when the U.S. Air Force primarily based two aircraft at Royal Air Force Base Mildenhall to fly monitoring mission in Eastern Europe.
When the SR-71 became operational, orbiting reconnaissance satellites had already replaced manned aircraft to collect intelligence from internet sites deep inside Soviet territory. Satellites could not cover every single geopolitical hotspot so the Blackbird remained a vital tool for global intelligence gathering. On many occasions, pilots and RSOs flying the SR-71 provided information that proved crucial in formulating successful U. S. foreign policy. Blackbird crews provided important intelligence about the 1973 Yom Kippur War, the Israeli invasion of Lebanon and its aftermath, and pre- and post-strike imagery of the 1986 raid carried out by American air forces on Libya. In 1987, Kadena-based SR-71 crews flew a number of missions over the Persian Gulf, revealing Iranian Silkworm missile batteries that threatened industrial shipping and American escort vessels.
As the functionality of space-primarily based surveillance systems grew, along with the effectiveness of ground-based air defense networks, the Air Force began to drop enthusiasm for the expensive system and the 9th SRW ceased SR-71 operations in January 1990. Despite protests by military leaders, Congress revived the system in 1995. Continued wrangling more than operating budgets, however, soon led to final termination. The National Aeronautics and Space Administration retained two SR-71As and the 1 SR-71B for high-speed investigation projects and flew these airplanes till 1999.
On March 6, 1990, the service career of one particular Lockheed SR-71A Blackbird ended with a record-setting flight. This special airplane bore Air Force serial number 64-17972. Lt. Col. Ed Yeilding and his RSO, Lieutenant Colonel Joseph Vida, flew this aircraft from Los Angeles to Washington D.C. in 1 hour, four minutes, and 20 seconds, averaging a speed of three,418 kph (2,124 mph). At the conclusion of the flight, ‘972 landed at Dulles International Airport and taxied into the custody of the Smithsonian’s National Air and Space Museum. At that time, Lt. Col. Vida had logged 1,392.7 hours of flight time in Blackbirds, far more than that of any other crewman.
This distinct SR-71 was also flown by Tom Alison, a former National Air and Space Museum’s Chief of Collections Management. Flying with Detachment 1 at Kadena Air Force Base, Okinawa, Alison logged much more than a dozen ‘972 operational sorties. The aircraft spent twenty-4 years in active Air Force service and accrued a total of 2,801.1 hours of flight time.
Wingspan: 55’7"
Length: 107’5"
Height: 18’6"
Weight: 170,000 Lbs
Reference and Additional Reading:
Crickmore, Paul F. Lockheed SR-71: The Secret Missions Exposed. Oxford: Osprey Publishing, 1996.
Francillon, Rene J. Lockheed Aircraft Considering that 1913. Annapolis, Md.: Naval Institute Press, 1987.
Johnson, Clarence L. Kelly: Far more Than My Share of It All. Washington D.C.: Smithsonian Institution Press, 1985.
Miller, Jay. Lockheed Martin’s Skunk Functions. Leicester, U.K.: Midland Counties Publishing Ltd., 1995.
Lockheed SR-71 Blackbird curatorial file, Aeronautics Division, National Air and Space Museum.
DAD, 11-11-01
Image from web page 28 of “[Electric engineering.]” (1902)
Image by World wide web Archive Book Images
Identifier: electricengineer03inte
Title: [Electric engineering.]
Year: 1902 (1900s)
Authors: International Library of Technology
Subjects: Electrical engineering
Publisher: Scranton, International Textbook Co.
Contributing Library: UMass Amherst Libraries
Digitizing Sponsor: Boston Library Consortium Member Libraries
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Text Appearing Ahead of Image:
Fig. six. wheel pit and the revolving fields of the generators G arecarried by the vertical shaft. The water, right after leavingthe wheels, drops into the tail race R and passes off throughthe tunnel Fto a point below the falls. 16. Horizontal Turbines.—Fig. 7 shows a typicalarrangement of a horizontal turbine, or rather a pair of tur-bines. In numerous situations these turbines are direct-connected 14 ELECTRIC TRANSMISSION. 14 to the dynamos, an arrangement that is becoming verycommon in water-power-transmission plants, where the con-ditions are suited to this approach of operation. It is verycompact, and there is no belting or gearing of any kind.Sometimes the turbine and dynamo are each mounted on thesame base, even though in other plants the turbines are arranged in
Text Appearing Soon after Image:
Fig. 7. one area, and the machines are driven by the shafts whichextend through into a separate dynamo area. When thedynamos have to run at a high speed, it is required, ofcourse, to use belting. In a excellent numerous plants the dyna-mos are driven by vertical turbines by way of belting or gear-ing, but the horizontal sort is progressively replacing thevertical variety for this kind of function. GAS-ENGINE PLANTS.17. Gas engines and oil engines have in the past beenused to but a quite limited extent in America in connectionwith electric-energy-transmission plants. A single of the objec-tions to such engines was that they did not give a steady § 14 ELECTRIC TRANSMISSION. 15 speed, and, therefore, brought on fluctuations in voltage. This hasbeen overcome in the later types of engine, and the gasengine will no doubt come largely into use in connectionwith electrical work. Power can be obtained from coalcheaper by converting the coal into gas and using thisgas in a gas engine than by burning the coal under a boilera
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