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Originally posted by GenRadek
Usually jet engines have titanium parts that can withstand such temp extremes. Hence why they dont melt. Steel would not be able to survive such high temps for a long period of time.
Strong, lightweight, corrosion-resistant, thermally stable components are essential to the viability of any aircraft design, and certain materials have been developed to provide these and other desirable traits. Titanium, first created in sufficiently pure form for commercial use during the 1950s, is utilized in the most critical engine components. While it is very difficult to shape, its extreme hardness renders it strong when subjected to intense heat. To improve its malleability titanium is often alloyed with other metals such as nickel and aluminum. All three metals are prized by the aerospace industry because of their relatively high strength/weight ratio.
Integrally bladed rotors: In most stages, disks and blades are made from a single piece of metal for better performance and less air leakage.
Long chord, shroudless fan blades: Wider, stronger fan blades eliminate the need for the shroud, a ring of metal around most jet engine fans. Both the wider blades and shroudless design contribute to engine efficiency.
Low-aspect, high-stage-load compressor blades: Once again, wider blades offer greater strength and efficiency.
Alloy C high-strength burn-resistant titanium compressor stators: Pratt & Whitney's innovative titanium alloy increases stator durability, allowing the engine to run hotter and faster for greater thrust and efficiency.
Alloy C in augmentor and nozzle: The same heat-resistant titanium alloy protects aft components, permitting greater thrust and durability.
Floatwall combustor: Thermally isolated panels of oxidation-resistant high cobalt material make the combustion chamber more durable, which helps reduce scheduled maintenance. www.globalsecurity.org...
At dry thrust the engine could produce 7,500 kilograms force (73.5 kN, 16,500 lbf), and at military power (using afterburners) the output is 11,200 kilograms force (110 kN, 24,700 lbf). This allowed speeds of up to mach 3.2 in the Mikoyan-Gurevich MiG-25 (which used two engines). However, at speeds above mach 3, the force of the engine sucking fuel through the pumps overwhelmed the pumps' ability to limit the flow. At this point, the engines effectively became ramjets, as air began to bypass the low pressure compressors, accelerating out of control until the pilot could regain throttle control through using firewalls or compressor stall, or the tanks ran dry.