Exercise 2. Replace the Russian words and word-combinations by the English ones.

1. The gas turbine engine is essentially a тепловой двигатель using air as a рабочего тела to provide thrust.

2. Газотурбинный двигатель consists of a rotary air compressor with an воздухозаборником, one or more камер сгорания, a turbine, and an выхлопного устройства.

3. There are two basic types of роторных компрессора: centrifugal flow and осевой compressors.

4. Both types приводятся в движение by the engine turbine and are coupled direct to the валу турбины

5. The function of the compressor is ускорить the air, распространить it and to produce the required повышение давления.

6. The axial flow compressor расходует far more air than a центробежный компрессор of the same frontal area and can be designed to attain much higher степень повышения давления.

7. Камера сгоранияhas the diffi­cult task of burning большого количества топлива with огромным количеством воздуха supplied by the compressor.

8. The turbine has the task of создание мощности to drive the compressor and accessories.

9. The turbine may consist of нескольких ступеней.

10. Each stage employs one row of неподвижных направляющих лопаток соплового аппарата and one row of вращающихся лопаток.

11. The exhaust systempasses the выхлопные газы турбины to the atmosphere at a velocity and in the required direction чтобы создать тягу.

12. The use of лопаток с воздушным охлаждением in the turbine assembly permits a higher gas temperature and a higher thermal efficiency.

Exercise 3. Group the words according to the following topics:

a) a compressor

b) a combustion chamber

c) a turbine

d) an exhaust nozzle

air intake, axial flow, blade tips, burners, centrifugal flow, expansion of air, frontal area, discharge gas, moving blades, resultant thrust, rotary, to rotate, stage, to accelerate, to burn, to couple, to diffuse, to drive the compressor, to provide power.

Exercise 4. Write the English equivalents:

Тепловой двигатель, рабочая жидкость, роторный компрессор, воздухозаборник, выхлопное устройство, центробежный компрессор, осевой компрессор, приводятся в движение турбиной, присоединяются к валу турбины, создавать необходимый рост давления, расходует гораздо больше воздуха, сжигание большого количества топлива, топливные форсунки, минимальная потеря давления, максимальное выделение тепла, лопасти турбины, могут вращаться на скорости, может состоять из нескольких ступеней, проводит выхлопные газы турбины.

Exercise 5. Translate the text without using the dictionary and write the annotation.

The Aeroengine

The aeroengine should meet the following requirements:

- it must be easily started on the ground and in the flight;

- operate stably within the wide range of operating modes on the ground and in air providing at the same time the power (thrust) required;

- be highly reliable;

- have a long service life.

On the other hand it should be light, efficient, small-sized and easily controlled and maintained.

An airplane performance greatly depends on the ratio of the thrust of its engines to the airplane weight. On the basis of these data it is possible to estimate how the engine power (thrust) and specific fuel consumption change with the flight speed and altitude variations.

Weight of the aeroengine is one of the most important properties. Specific weight of an engine is its weight per unit of power provided. The less the specific weight the lighter the engine.

Low engine weight is important for obtaining the required airplane take-off and climb performances. Light engines are needed for the installation on vertical take-off and landing aircraft.

Fuel economy is one of its properties characterized be the engine efficiency and specific fuel consumption. Specific fuel consumption of an engine is the amount of fuel consumed by the engine per unit of time with relation to init of power produced by it.

The greater the engine efficiency is, and correspondingly, the less the specific fuel consumption is the better the engine fuel economy is.

Exercise 6. Translate the text and write down the main fuel problems in aviation.

Some Fuel Problems

The new era of fast high-flying jets brought with it many prob­lems. The high fuel consumption is problem number one.

The jets suffer from high fuel consumption. A 10,000-pound thrust engine consumes a lot of fuel. For example, the largest jets have fuel tanks in the wings capable of storing in excess of 21,000 gallons of fuel. Twenty-one thousand gallons is the equivalent capacity of five or six of the refueling trucks one sees normally around an airport.

There were experts who said that a jet air-liner could never come into general use because it was uneconomical.

But note the fuel consumption was exceptionally high only relative to duration in the air, not to distance covered. High fuel consumption is a relative matter; it can be low relative to kilometers covered; yet high relative to time in the air. They cover long distances in short period of time.

Still, fuel makes up a big part of the total gross weight of the air­plane, while power-to-weight ratio or specific weight has always been a critical factor in prime movers for aircraft.

Besides, there exists a problem of the fuel choice. Power for aerial propulsion is known to be produced by using the oxygen of atmosphe­ric air as a chemical reactant in combustion with some fuel, e.g. a hyd­rocarbon such as gasoline or kerosene. Regular jet engines can defini­tely be used for speeds up to two or three times that of sound. But at two thousand mph hydrocarbon fuel will begin to boil. Also at altitu­des of 100,000 feet or more, there is very "little" air for the jet to "swallow".

There is a great future in nuclear energy. However, there are many problems of utilizing atomic energy. It is well-known fact that the radiation from any atomic pile is dangerous, and the power plant must be properly shielded. The shielding for the plane will weigh about the same as the engine, fuel load and tanks of our present big planes. Eventually the research performed in this field will give satisfactory solutions.

There exists one more problem. This is the problem of fueling and refueling the jet planes. Jet airplanes have been designed so that they are capable of being fueled at the rate of one to two thousand gallons per minute from four hoses through underwing pressure-fueling points. At some airports there are installed large underground hydrant-type fueling systems. With such an installation fuel is pumped underground from a remotely located fuel-tank system to the airplane location and from there directly into the airplane fuel tanks. The problem of re­fueling the plane is solved by plane-to-plane or in-the-air refueling.

There is still a lot to be done in the field of jets and rockets with improved fuels and less complex engines. Scientists seem to be able to handle such problems.