originally posted by: BASSPLYR
Now that i truley get the big picture of the magnitude of this breakthrough i dont blame Zaph and others for not discussing it.
Im going to dial it back too. This should be protected imho.
Here's what we do on our side up here in Canada!
We encase the ENTIRE compressor stage in a high
thermodynamically active liquid cooling jacket.
Even the variable-pitch, S-shaped compressor BLADES have cooling
tunnels built into them taking heat away as fast as possible!
We've also been experimenting with magnetic bearings on
the compressor stage fans which normally die magnetism-wise
in a high temperature environment BUT again, active cooling with
coolant fluid that doesn't break down in high heat can work.
We've been looking at thermal compounds similar to X1-R brand lubricants
(i.e. NOT the Teflon-infused kinds --- needs HIGH HEAT resistance!)
as the final coolant fluid. If you're cheap and running low on time,
we goto BASF or 3M for their Silicon Oils as a Heat Transfer Fluid (HFT)
but I think the X1-R and it's derivatives might work better fo you!
X1-R functional properties:
A multi-layer wound-coil structure of ceramic-like composite tubing
wrapped around the entire engine absorbs heat into the cooling
liquid (we just buy the 3M or the BASF stuff for now!) which gets
sent to an internal heat exchanger system which is a large block
of hexagonal-celled, aluminum alloy stacked layers (with 3mm
floors and 2mm walls all with drilled holes) containing another
LONG-TERM heat absorbing ULTRA HIGH SURFACE AREA
powder (looks like black laser printer toner) which keeps the
heat in until its maximum thermal capacity is reached
(which can take quite a few hours -- long enough for
most missions of 8-to-12 hours or less!)
The outer hull skin is dimpled golf-ball-like ceramic coating
(usually aluminum oxide based ceramic) with another set of
wound-coils filled with liquid coolant to allow a THERMAL
PROFILE to be set by using a computer system to open
and close valves that allow or disallow the exchange
of coolant fluid to and from the outer hull into the
interior heat sink. This allows us to "Fake" a specific
thermal hull signature.
The engine exhaust can be further cooled via S-curve
ducting also wrapped in liquid coolant tubing and with
a non-ignitable volatile compound similar to alcohol dumped
into the exhaust flow causing rapid expansion and further
cooling of the exhaust.
That's what we do up here!
Although I will also mention that some of our craft
use a machined titanium alloy (older versions of our craft)
that contains hexagonal cells that are filled with hydrophobic
Silicon Aerogel to form another layer of heat sink
And not to tick y'all off at LMCO, Northrup or Boeing,
but we've been getting good results in using the fireproof
version of Line-X and Rhino-Liner on the outer hull for
the lower speed versions of our drones. We use 3/8th's
inch as a coating thickness which works really great as
a low-level radar absorbing coating but is a whole not
tougher! You still dimple the outer hull with round or
hexagonal golf-ball like dimples to create a rougher
boundary layer which lets the outer laminar flow
stick better to the hull.
Our high-speed drones basically use a ceramic
infused glass-like coating that can actually flex
without cracking or breaking off into chips for
the outer hull covering ! It's very similar to
certain high-performance paints used on
race car engines. (they can take the heat!)
Since Titanium is expensive as all-heck, we've been experimenting
more and more with aluminum alloys that are coated with glass
ceramics for heat resistance. The aluminum is also MUCH EASIER
to stamp using hydroforming to get the cellular structure needed
for strength on rigid members and outer hull skins.
We pretty much do what Hexcel did decades ago for their
Split-tail Honycomb core skis, but we use stamped and
hydroformed all-aluminum now in aerospace applications!
edit on 2016/11/2 by StargateSG7 because: sp