what Is the difference  between an axial flow jet engine and a centrifuge jet engine?
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In a centrifugal flow jet engine, the air enters the engine from a central intake and is accelerated outward by the impeller. The air is then compressed by ducts which diverge to convert the outward velocity of the air into thrusting pressure out the back of the engine.\n\nIn an axial flow engine, there are a number of rotating fans alternating with non-rotating vanes called stators which are angled in the opposite direction of the fan vanes. Air coming into the engine is pushed backward by the fans and compressed by the stators.  Increased pressure is achieved with each successive pairing of fans and stators having a smaller diameter than the previous set.
344556
JetDoc is correct in his answer.  \n\nYou should keep in mind that hydraulics uses liquids that are considered non-compressible, while pneumatics use gases which are compressible.  Hydraulics are generally used for applications that require higher pressures.  For example, hydraulics are used for elevators, bulldozer blade adjustments, and the brakes on your car.  \n\nPneumatics are more often seen in lower pressure applications such as actuators on valves and controllers.  (Although you also see pneumatic brake systems).  \n\nThe reason for the difference in applications is due to the difference in compressibility between the two media.
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An energy-efficient, carbon-composite, centrifugal fan designed to direct a high flow rate of air from above to the radially outward direction driven by an electric motor.\n\nWhy do you ask?  Do you have any good referrals?
269888
Airplane uses gas turbines.\nA gas turbine, also called a combustion turbine, is a rotary engine that extracts energy from a flow of combustion gas. It has an upstream compressor coupled to a downstream turbine, and a combustion chamber in-between. (Gas turbine may also refer to just the turbine element.)\n\nEnergy is added to the gas stream in the combustor, where air is mixed with fuel and ignited. Combustion increases the temperature, velocity and volume of the gas flow. This is directed through a (nozzle) over the turbine's blades, spinning the turbine and powering the compressor.\n\nEnergy is extracted in the form of shaft power, compressed air and thrust, in any combination, and used to power aircraft, trains, ships, generators, and even tanks.\n\n\nTheory of operation\nGas turbines are described thermodynamically by the Brayton cycle, in which air is compressed isentropically, combustion occurs at constant pressure, and expansion over the turbine occurs isentropically back to the starting pressure.\n\nIn practise, friction and turbulence cause:\n\na) non-isentropic compression - for a given overall pressure ratio, the compressor delivery temperature is higher than ideal\n\nb) non-isentropic expansion - although the turbine temperature drop necessary to drive the compressor is unaffected, the associated pressure ratio is greater, which decreases the expansion available to provide useful work.\n\na) a pressure loss in the combustor - reduces the expansion available to provide useful work.\n\n\n\nAs with all cyclic heat engines, higher combustion temperature means greater efficiency. The limiting factor is the ability of the steel, ceramic, or other materials that make up the engine to withstand heat and pressure. Considerable engineering goes into keeping the turbine parts cool. Most turbines also try to recover exhaust heat, which otherwise is wasted energy. Recuperators are heat exchangers that pass exhaust heat to the compressed air, prior to combustion. Combined cycle designs pass waste heat to steam turbine systems. And combined heat and power (co-generation) uses waste heat for hot water production.\n\nMechanically, gas turbines can be considerably less complex than internal combustion piston engines. Simple turbines might have one moving part: the shaft/compressor/turbine/alternator-rotor assembly (see image above), not counting the fuel system.\n\nMore sophisticated turbines may have multiple shafts (spools), hundreds of turbine blades, movable stator blades, and a vast system of complex piping, combustors and heat exchangers.\n\nAs a general rule, the smaller the engine the faster the shaft/s rotate, to maintain tip speed: Jet engines operate around 10,000 rpm and micro turbines around 100,000 rpm.\n\nThrust bearings and journal bearings are a critical part of design. Traditionally, they have been hydrodynamic oil bearings, or oil-cooled ball bearings. This is giving way to hydrodynamic foil bearings, which have become common place in micro turbines and APU’s (auxiliary power units.)\n\nAuxiliary power units (APUs) are small gas turbines designed for auxiliary power of larger machines, usually aircraft. They are well suited for supplying compressed air for aircraft ventilation (with an appropriate compressor design), start-up power for larger jet engines, and electrical and hydraulic power. (These are not to be confused with the auxiliary propulsion units, also abbreviated APUs, aboard the gas-turbine-powered Oliver Hazard Perry-class guided-missile frigates. The Perrys' APUs are large electric motors that provide maneuvering help in close waters, or emergency backup if the gas turbines are not working.)
555677
You are using the term "power" incorrectly. Power is the rate of production of energy. A jet may have enough energy, but it does not have enough power. A fully fueled jet may be able to burn all it's fuel with oxygen from the surrounding atmosphere to generate enough energy to make it to orbit, but it takes many hours to do that, and all the time it is being slowed by friction with the atmosphere. The shuttle burns all it's fuel in 10 minutes, and it carries it's own oxygen in a tank so it can operate outside the atmosphere. So even though they may have similar energy, the shuttle has far more power.
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Define high pressure. Define high capacity.\n\nAre these reciprocating or centrifugal compressors?
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From my experience, pumps are chosen using the Bernoulli equation, but there are tables and diagrams with pumps characteristics. \n\nThere are many types of pumps:\ncentrifugal\nmetering\nperistaltic\nMHD (magnetohydrodynamic)\nscrew\nmembrane\n\nFor constructive forms please visit HTTP://www.pumpschool.com/intro/pdttree.htm\n\nConsiderring the viscosity of fluid you have to pump and the power of antrenation motor you can chose a pump that fits the application you have. \n\nFor fluids like water, I recommend you a centrifugal pump.
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Linear and centripetal would be two.  Linear is in a stratight line, centripetal is in a circle (the acceleration is towards the center constantly pulling the item off of a straight line).  Maybe the third one is some sort of combination...nonlinear and noncircular...that is my best guess.  Acceleration is a change in velocity or direction.
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The Basics\nWhen most people think about motors or engines, they think about rotation. For example, a reciprocating gasoline engine in a car produces rotational energy to drive the wheels. An electric motor produces rotational energy to drive a fan or spin a disk. A steam engine is used to do the same thing, as is a steam turbine and most gas turbines.\n\nRocket engines are fundamentally different. Rocket engines are reaction engines. The basic principle driving a rocket engine is the famous Newtonian principle that "to every action there is an equal and opposite reaction." A rocket engine is throwing mass in one direction and benefiting from the reaction that occurs in the other direction as a result.\n\nA rocket engine is generally throwing mass in the form of a high-pressure gas. The engine throws the mass of gas out in one direction in order to get a reaction in the opposite direction. The mass comes from the weight of the fuel that the rocket engine burns. The burning process accelerates the mass of fuel so that it comes out of the rocket nozzle at high speed. The fact that the fuel turns from a solid or liquid into a gas when it burns does not change its mass. If you burn a pound of rocket fuel, a pound of exhaust comes out the nozzle in the form of a high-temperature, high-velocity gas. The form changes, but the mass does not. The burning process accelerates the mass.\n\nAnd that is how the rocket moves foward
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They're called contrails, short for condensation trails. When a jet engine is running it heats up the air traveling through it.  On the ground it's not that noticeable.  Up in the atmosphere where jets fly, the temperature is way below freezing. The warm moist air condenses as it exits the jet engines and you can see the water vapor the same way you can see your breath on a cold day.
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There's not a LOT of difference, because they're both hydraulic fluids.\n\nIt used to be okay to put ATF in the power steering reservoir, but ATF has become more sophisticated, with many more additives than before.\n\nIt's not a good idea to use ATF as power steering fluid (unless recommended by the car's manufacturer, as with some BMW's), if that's where your question was leading :)
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When planes fly west to east, they can often go into the jet stream, which can add 100 or more miles per hour to their speed.  When flying in the other direction, they must fight this wind.  At the very least, they can fly above or below it, which reduces its effect, but they still have a ground speed of less than planes flying the other direction that can use the jet stream's assist.\n\nIt's the difference between trying to row a boat upstream vs. downstream.
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You need to fill in more information.  There are many kinds of pumps, two major classes being positive displacement and centrifugal.  Traditionally, something like a swimming pool centrifugal  pump could never be reversed so power would be produced by forcing fluid through it.  So in that case, the pump cannot be used as a turbine.\n\nIf you take a positive displacement pump, like a roots-type blower (supercharger), you CAN run that in reverse and blow air in one end and get shaft power out.  \n\nHydraulic motors used to turn wheels slowly on construction equipment can also be used as pumps--they will work either way.  If you apply shaft power, you will get fluid power out.  If you apply fluid power, you will get shaft power out.  \n\nTurbine pumps are usually very specifically designed to run only in one direction and have shaft power going into them rather than out.
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A turbojet engine is the simplest type of jet engine. It uses the high velocity of the exaust gases to generate thrust\n\nSites regardin Turbojet enhines and their working:\n\nhttp://en.wikipedia.org/wiki/Turbojet\n\nhttp://www.grc.nasa.gov/WWW/K-12//airplane/aturbj.html\n\nA TurboFan engine is the modified form of the turbojet engine. It has a fan in the front which is rotated with the help of a turbine connected to it. The hot exaust gases rotates the turbine which in turn rotates the Fan. The fan in turn pushes the air backwards and generates the major thrust. These type of engines are preffered in high speed passenger aircrafts as they can perform well in high altitudes and are quieter compared to turbojet aircrafts. They are also more fuel efficient than Turbojet aircrafts.\n\nSite regardin Turbofan Engine:\n\nhttp://www.grc.nasa.gov/WWW/K-12/airplane/Animation/turbtyp/etfr.html\n\nThe followin site contains description of diff types of jet engines:\n\nhttp://inventors.about.com/library/inventors/bljetenginetypes.htm\n\nHope this helps
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The power comparison is about 8,000 hp(top fuel) to about 60,000hp(boeing) The fuel consumption comparison is apples to oranges. The boeing uses heavy jet propellant basically diesel fuel while the top fuel uses alchohol and nitro methane. it would be like comparing drinking water versus eggnog... What's the point?
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A jet is a stream of fluid produced by discharge through an orifice into free space.
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If you have read the article How Car Engines Work, you know about the valves that let the air/fuel mixture into the engine and the exhaust out of the engine. The camshaft uses lobes (called cams) that push against the valves to open them as the camshaft rotates; springs on the valves return them to their closed position. This is a critical job, and can have a great impact on an engine's performance at different speeds. On the next page of this article you can see the animation we built to really show you the difference between a performance camshaft and a standard one.\n\nThe rest of the story is at the link below: