Dawson Izola
MOTORES A JATO História, Projeto e Construção
PULSO-JATO, TURBINA A VAPOR, DUCTED FAN, TURBO COMPRESSOR 0.49
Coleção correio ciência – Volume I
Copyright 2002
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Motores a Jato
Projetos Joaquim Marcari Márcio Bueno, Paulo Bertelli Sandro Andrade Gonçalves Davi Souza Santos Desenhos Daniel Rogério Nogueira Moreno Márcio Bueno Evelyn Carla Golin Sander Bueno de Souza Sandro Andrade Gonçalves Clodoaldo Custódio dos Santos Rogério Câmara Fábio Nunes Ribeiro Izola, Dawson Tadeu / 1968 – Copyright 2002 Correio Ciência Caixa Postal 2191 São Paulo – SP CEP 01060-970 Tel (016) 9781 3184 E-mail
[email protected] Site Internet www.correiociencia.net Direitos Reservados a Lenda Pesquisa Educativa Permitido a reprodução desde que seja citada a fonte Outras publicações do autor: 1) Técnicas de Construção de mini-foguetes – ITO - 1990 – 1993 2) Métodos de Cálculos para mini-foguetes – Fatec-SP – – 1994 3) Foto Aérea com Foguetes de Pequeno Porte – Fatec-SP – 4) Micro sondas para a Baixa Atmosfera – Fatec-SP – –1994 5) História dos Foguetes no Brasil – Instituto Militar de Engenharia – FAT – – 1994 – Projeto e Construção – – Fatec-SP – – 1995 6) Pulso-Jato – – Projeto e Construção – – Fatec-SP – – 1995 7) Estato-Jato – 8) Foguete para 2000 metros – Fatec-SP – – 1995 9) Para quem vive com a cabeça no mundo da lua – Editora Abaeté – 1997 10) Análise da Oscilação Lateral de Foguetes Balísticos – TESE - USP - 1997 11) Ninho das Águias – Academia da Força Aérea – Editora Abaeté – – 1999 12) De fogueteiro e de louco... – Editora Abaeté – 2000 (Prelo)
COLEÇÃO CORREIO CIÊNCIA 1. MOTORES A JATO – HISTÓRIA, PROJETO E CONSTRUÇÃO. 2. MINI-FOGUETES. ASTRONÁUTICA ASTRONÁUTICA NO BRASIL. TÉCNICAS TÉCNICAS DE CONSTRUÇÃO. ENSINANDO FÍSICA E MATEMÁTICA ATRAVÉS DOS FOGUETES. 3. OBTENÇÃO DE FOTO AÉREA. AÉREA. FOGUETES, FOGUETES, BALÕES, BALÕES, AEROMODELOS E HELICÓPTEROS. 4. DIRIGÍVEIS. HISTÓRIA E PESPECTIVAS.
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Dawson Izola
ÍNDICE COLEÇÃO CORREIO CIÊNCIA .............................................................................................. 2 ÍNDICE ..................................................................................................................................... 3 INTRODUÇÃO ......................................................................................................................... 3 HISTÓRIA ................................................................................................................................ 4 HISTÓRICO (MOTORES A JATO) .......................................................................................... 4 TURBINA A VAPOR - HISTÓRICO ......................................................................................... 6 DUCTED FAN – Histórico ........................................................................................................ 9 FUNCIONAMENTO FUNCIONAMENTO DE MOTORES A REAÇÃO ......................... ............ .......................... .......................... .......................... .................. ..... 9 QUEIMA DO COMBUSTÍVEL ................................................................................................ 10 MOTORES A JATO ............................................................................................................... 10 A BOMBA SIBILANTE E SEUS PARENTES – Histórico ........................... ............. .......................... .......................... .................. 11 PULSO-JATO - Projeto .......................................................................................................... 13 CONSTRUÇÃO – TURBINA A VAPOR ................................................................................. 14 MEMORIAL DE FOTOS – TURBINA A VAPOR ........................... ............. .......................... ......................... .......................... ................ ... 20 CONTRUÇÃO – TURBO COMPRESSOR ............................................................................ 21 MEMORIAL DE FOTOS – PÓS-COMBUSTOR 0.49............................................................. 27 CONSTRUÇÃO – DUCTED FAN .......................................................................................... 28 MEMORIAL DE FOTOS – DUCTED FAN ............................................................................. 32 PULSO-JATO PROJETO E CONSTRUÇÃO ........................... .............. .......................... .......................... .......................... .................... ....... 33 MEMORIAL DE FOTOS – PULSO-JATO .............................................................................. 37
INTRODUÇÃO
É importante salientar que estes trabalhos, apesar da aparência, não são brinquedos. Portanto o uso por menores de 16 anos deve impreterivelmente ser acompanhado por um adulto responsável. Nunca altere os materiais sugeridos e não faça mudanças no projeto. Apresentamos neste livrete os relatórios de construção dos projetos.
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Motores a Jato
HISTÓRIA HISTÓRICO (MOTORES A JATO) Em apoio à afirmativa, que não há nada de novo debaixo do sol, pode-se dizer que motores a reação, é idéia das mais antigas. Muitos trabalhos sobre motores a jato trazem o célebre projeto da turbina eolípila, concebida por Hero , considerada como o primeiro motor a jato a ser projetado com propriedade real de funcionamento. Hero foi Hero foi um filósofo de Alexandria, nos primórdios da era cristã. O motor de Hero consistia Hero consistia numa esfera ôca montada de modo a poder girar entre duas colunas uma das quais, sendo um tubo, que servia para transmitir o vapor gerado em uma caldeira fechada, que era aquecida com fogo externo. Em cada lado da esfera havia um tubo que terminava com um bocal ejetor. A saída do vapor provocava reação e conseqüentemente a rotação da esfera.
FIGURA 01 – Eolípila de Hero O motor sugerido por Hero foi Hero foi provavelmente o primeiro que conseguiu transformar a pressão do vapor em energia mecânica. Isaac Newton , em 1687, verificou as possibilidades da propulsão a reação, quando formulou as Leis básicas do movimento.
FIGURA 02 – Veículo ilustrativo da Terceira Lei de Newton Em 1629 o engenheiro italiano Giovanni Branca idealizou Branca idealizou uma turbina a vapor. O projeto de Giovanni , consistia em dirigir um jato de vapor sobre as palhetas de uma roda montada sobre um eixo vertical. A força motriz conseguida com o movimento da roda servia, por intermédio de uma transmissão, para movimentar um moinho para triturar minérios.
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Dawson Izola
Embora a origem da primeira turbina a gás não pode ser muito bem definido, tem-se atribuído a Leonardo da Vinci tal Vinci tal artefato. O primeiro aparelho considerado como uma turbina, foi concebido em um livro de Bishop Wilkin , publicado em 1648. O dispositivo de Wilkin consistia Wilkin consistia em um disco de madeira com raios montados com tábuas inclinadas, assim como as pás de um ventilador. Esta roda foi instalada na saída de uma chaminé, a queima de carvão fazia com que os gases da combustão girassem a roda. Em 1791 o inglês Jonh Barber conseguiu a primeira patente de uma turbina de combustão interna. O projeto de Barber aparece Barber aparece documentado de forma rudimentar, assim não se sabe se tal projeto seria capaz de funcionar. Entre 1853 e 1906, muitos outros projetistas como os os franceses M. Tournaire e Tournaire e M. Karavodine , e o alemão Dr. Stolze apresentaram Stolze apresentaram inúmeros esquemas e mecanismos baseados na teoria de propulsão a jato. O cadete da R.A.F Frank Hittle em Hittle em 1928, apresentou um trabalho sobre a propulsão a jato utilizando turbinas de queima interna para uso em aviões. Esta idéia foi abandonada devido às sanções que sofria Alemanha devido a sua derrota na 1 a Guerra Mundial. Mesmo com as leis da Física indicando para o caminho da propulsão a jato, somente em 1930 uma aeronave voou propulsionada por reação, o autor deste feito foi o alemão Fritz Von Opel , que utilizando motores foguetes voou com um planador, que é considerado como o primeiro vôo à reação. Em 1930 o inglês Frank Whittle patenteou uma série de projetos de um mecanismo, equipado com turbina, com suficiente capacidade para propulsionar uma aeronave. Entre 1930 e 1936, nos Estados Unidos e na Alemanha, principalmente, iniciaram-se os estudos sobre propulsão a jato utilizando turbinas de queima interna. O uso de turbinas a gás implicava no uso de compressores para comprimirem o ar e fornecer oxigênio à combustão. Na Alemanha o Prof. Prandtl iniciou Prandtl iniciou as pesquisas com compressores para motores a jato, este estudo foi fundamental para o desenvolvimento dos motores a jato. Em 1936 na Inglaterra fundou-se a empresa Power Jets Ltd, que teve como objetivo básico o desenvolvimento dos motores concebidos por Whittle. No próximo ano foram apresentados os três primeiros protótipos baseados nos estudos de Frank Whittle . Em 1939 com ajuda governamental foi fabricado o primeiro motor W-1, para equipar o avião Gloster Meter. O engenheiro francês René Leduc propôs Leduc propôs o projeto de um avião propulsionado a reação onde não se utilizava compressor para comprimir o ar. Leduc sugeriu que o ar fosse comprimido por intermédio do movimento do avião, nascia aí o motor estato-jato.
FIGURA 04 – Modelo concebido por Leduc O projeto de Leduc propunha uma fuselagem em forma de barril, formando um duto divergente para a compressão do ar e uma saída convergente, para a expansão. No interior do duto, uma série de bicos injetores misturavam combustível com o ar atmosférico, fazendo com que acontecesse a expansão dos gases. O maior problema deste tipo de motor é que para entrar em funcionamento necessita de uma velocidade inicial por volta de 300 km/h. Em 1938 o italiano Secondo Camprini , desenvolveu um motor a jato em que se utilizava um motor de combustão interna para movimentar um compressor de ar. O ar era injetado em uma câmara de combustão,
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Motores a Jato
FIGURA 05 – Avião italiano Caproni Legenda: A – Cabina; B – Cilindro; C – Compressor; D – Motor de combustão interna; E – Radiador; F – Câmara de combustão;
G – Carburação; H – Descarga; J – Cone de controle; K – Saída regulável; L – Anel.
O primeiro vôo da aeronave de Caprini , aconteceu em agosto de 1940. Este vôo durou cerca de 10 minutos.
TURBINA A VAPOR - HISTÓRICO Em 1685, Sir Samuel Morland , mecânico-Mor do Rei Carlos II , submeteu à leitura real um relato sobre uma reação intrigante e possivelmente valiosa da água ao calor. “Quando a água é evaporada pelo fogo”, escreveu ele, “os v apores exigem um espaço maior, aproximadamente 2.000 vezes o espaço ocupado pela água. Ao serem submetidos a confinamento, eles farão explodir uma peça de artilharia. Mas sendo controlados... levam sua carga tranqüilamente, como bons cavalos, e assim podem ser de grande utilidade para a humanidade...”. Foram palavras proféticas que antecederam a máquina a vapor. Muitos de nós ainda acreditamos que a idade do vapor começou com o adolescente James Watt . Com a famosa história de que quando Watt observava a panela no fogo, vendo a tampa se levantar com o vapor que se formava, grita “descobri” e naquela mesma noite constrói a primeira máquina a vapor. Na maioria das vezes a história real raramente é parecida com a lenda, e na tecnologia do vapor ela concede honras a homens da antigüidade. Heron de Alexandria , cujo aeolipile (eolipila), foi o primeiro invento acionado a vapor que se conhece. Thomas Savery em 1698 desenvolveu uma máquina chamada de “o amigo do mineiro”, tinha um tanque alongado e oval do tamanho de um barril, cheio do vapor de uma caldeira. A abertura de uma válvula levava água fria ao tanque, o que fazia condensar o vapor e formar um vácuo parcial no tanque. A água do poço da mina penetrava então no tanque através de um tubo de admissão para encher o vácuo. Fechando a válvula de admissão, o operador abria a torneira de descarga e, depois, a válvula no cano de vapor. Esse ciclo podia ser repetido cinco vezes em um minuto. Em 1712 o inglês Thomas Newcomen , idealizou uma nova máquina térmica, o aparelho de Newcomen , consistia de um sistema para bombeamento de água nas minas. Um travessão de madeira, funcionava como o braço de uma balança. De uma extremidade pendia uma haste de bomba articulada a um mergulhador de mina, na outra ficava o mecanismo de êmbolo e cilindro. O
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Dawson Izola
FIGURA 11 – Máquina de Thomas Newcomen Em 1765 James Watt realizou algumas experiências com uma seringa de injeção construída em bronze. Montou um condensador separadamente, isolou as paredes do cilindro com um envoltório externo cheio de vapor para ajudar a reter o calor, prendeu um peso de mais de 8 kg ao êmbolo, ascendeu fogo debaixo da pequena caldeira e manipulou as válvulas, deixando o vapor dentro e depois o retirando para o condensador. O êmbolo subiu e desceu, levantando e fazendo cair o peso. A máquina de Watt funcionou.
FIGURA 12 – James Watt
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Motores a Jato
A invenção de James Watt revolucionou as máquinas. Com o seu projeto as máquinas a vapor substituíram a tração animal, surgia neste momento a locomotiva.
FIGURA 14 – Maria-Fumaça. Na Figura 14 tem-se a típica Maria-Fumaça. Parecendo um barril de cerveja sobre rodas, esta velha locomotiva inglesa, chamada de Puffing Billy, foi construída em 1813. O foguista alimentava sua fornalha por trás, junto à chaminé, enquanto o maquinista, montado no lado oposto, operava os controles. A história deixou de registrar se o artefato de Giovanni Branca chegou a ser produzido, mas a gravura do século XVII , de autoria de Giovanni, é a evidência mais remota de que a turbina a vapor é venerável. Na Figura 15 tem-se uma caldeira de bronze em formato de cabeça humana (B) vomita vapor contra uma roda de palhetas (E), a qual faz rodar uma série de engrenagens (G, L, I), que movem para cima e para baixo um par de mãos-de-pilão nos dois almofarizes (M) que se vêem embaixo, à esquerda.
FIGURA 15 – Turbina a vapor italiana O engenheiro sueco Laval em 1880 desenvolveu uma máquina que aproveitava o vapor para movimentar uma roda dotada com palhetas. Na turbina de Laval o vapor passava por duas lâminas (corte A), dando-lhes impulso. Quatro boquilhas traziam o vapor, regulando a sua pressão e expansão através de funis
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Dawson Izola
FIGURA 17 – Detalhes da turbina de laval
DUCTED FAN – Histórico A grande frustração dos aeromodelistas é a impossibilidade de fabricação de um motor a jato e pelo alto custo das turbinas a jato. Em 1940 a Curtis Curtis Automotive Device industrializou industrializou o mais famoso famoso motor pulso-jato o Dynajet. Dynajet. Este motor era baseado nos motores das bombas voadoras alemãs V-1 da Segunda Guerra Mundial. No manual Para quem vive com a cabeça no mundo da lua , lua , o Grupo Lenda apresenta o projeto completo deste tipo de motor. O problema com os motores a jato foi resolvido em 1949 na Inglaterra por Norman. A proposta do motor de Morman era um duto contraído onde um motor de combustão interna com hélice multipá forçava o fluxo de ar através do duto. O primeiro motor ducted-fan vôo em 1959, construído pelo próprio Norman. Era um semi-escala do avião soviético MIG-19.
FIGURA 20 – Corte lateral de um ducted-fan
FUNCIONAMENTO DE MOTORES A REAÇÃO
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Motores a Jato
Essas leis descritas por Isaac Newton definem Newton definem todo movimento de um corpo. Das leis do movimento, a lei de ação e reação explica o movimento dos motores a jato ou simplesmente motor-foguete.
QUEIMA DO COMBUSTÍVEL Quando um determinado combustível entra em combustão, dentro de uma câmara de combustão, gera gases que rapidamente se expandem dentro dela. Esses gases são expulsos do motor em forma de jato contínuo. Como existe um orifício na parte inferior do motor os gases saem comprimidos nessa direção. No sentido oposto os gases também “empurram” a parte superior do mot or, formando um par de ação e reação descrito por Newton na Newton na sua lei de número três. Do somatório das forças decorrentes da expansão tem-se uma resultante no sentido oposto ao da ejeção dos gases que movimenta o conjunto motor e foguete. Quando observamos um foguete funcionando em pleno vôo, imaginamos que ele sobe porque os gases da combustão se apoiam no ar atmosférico. Como vimos na terceira lei de Newton, este conceito é errado. Podemos observar experimentalmente que um foguete pode se movimentar, mesmo quando estiver fora da atmosfera.
FIGURA 18 – Princípio da ação e reação A força propulsora do foguete parte exclusivamente de dentro da câmara de combustão com a queima do combustível. O combustível combustív el em chama, passando do estado sólido para gasoso aumenta várias vári as vezes v ezes o seu volume, por esta razão se observa uma pressão muito elevada no interior do motor-foguete, resultando na ejeção dos gases. Quanto maior for a velocidade com que os gases são expulsos do motor, maior será a velocidade do foguete. A velocidade limite é estipulada pela configuração do combustível.
MOTORES A JATO
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Dawson Izola
A ação está atuando sobre a massa de ar e a reação sobre a estrutura do motor. A primeira produz a movimentação da massa de ar e, a segunda provoca o deslocamento do motor.
FIGURA 19 – Ação/Reação
A BOMBA SIBILANTE E SEUS PARENTES – Histórico Durante todo o tempo em que estiveram trabalhando na bomba V-2 e no motor Walter para foguetes, os alemães estavam também ocupados em outro engenho que não era bem um foguete, mas tão parecido que seria difícil dizer onde está a diferença. Exteriormente tinha este aspecto:
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Motores a Jato
A câmara de combustão de uma V-1 vista por dentro, era assim:
FIGURA 21 – Funcionamento do motor pulso-jato Na parte dianteira há uma série de obturadores parecidos com as venezianas de uma janela. Quando eles estão fechados é injetada, na câmara, gasolina que é inflamada por meio de uma centelha de uma vela igual às que se usam nos motores de automóvel. A combustão é tão rápida que se dá quase uma explosão. O jato escapa pela outra extremidade extremidade e impele a V-1 para frente. Fortes molas mantêm os obturadores obturadores cerrados. cerrados. Depois que o combustível combustív el explode e o jato escapa pela extremidade extremi dade posterior, a pressão do ar nos obturadores é maior do que a força das molas e elas se abrem de novo, dando entrada nova quantidade de ar. Então os obturadores se fecham mais uma vez. Ao mesmo tempo é injetada mais gasolina que se inflama por nova centelha e assim o processo vai se repetindo, regularmente, várias vezes por segundo. As explosões se sucedem tão rapidamente que a V-1 zumbe como se fosse uma grande abelha. E, como as explosões se sucedem como batimentos do coração que são percebidos no pulso, esses tipos de motores é chamado pulso-
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Dawson Izola
Se a V-1 não ia na direção certa, a única coisa a fazer era dispor, de maneira diferente, os lemes da cauda da que ia ser lançada depois. A V-1, porém, não foi uma arma tão eficiente como se esperava, a despeito dos danos que causava. Não alcançava mais do que 240 km e não tinha muita precisão no atingir dos alvos. Além do mais como sua velocidade não excedia 450 km/h, um avião de caça rápido, era capaz de alcança-la e derrubá-la. Muitas foram abatidas pela artilharia da costa da Inglaterra. Antes que elas atingissem aquele país, o radar as denunciava e os canhões abriam fogo automaticamente. Já para o fim da guerra, de cada dez bombas V-1 lançadas pelos alemães contra a Inglaterra, apenas três logravam ultrapassar as defesas da costa, o que, evidentemente, não era muito compensador. Depois da guerra, os Estados Unidos e outros países começaram a fabricar bombas do tipo V-1 muito melhor do que os alemães. A Marinha norte-americana tinha um tipo chamado LOON (mergulhão). Em vez de partir de uma rampa, possuía uma armação em forma de “T” cuja haste vertical apontava para a frente. Ao longo do travessão horizontal estavam quatro unidades de jato (foguetes auxiliares de decolagem) que lhes davam o impulso inicial. Quando o LOON já desenvolvia velocidade suficiente para voar por si, a armação se desprendia e caía.
PULSO-JATO - Projeto
O pulso-jato é um modelo de motor a jato de fácil construção. Tem uma razão muito alta de empuxopeso, não necessita de nenhuma bomba de combustível e tem apenas uma parte móvel: Uma válvula de aço de mola de espiras planas. Não necessita de nenhuma turbina ou compressor complicados para serem usinados ou balanceados, e o que é melhor, este motor pode ser construído e operado por um amador. Ele é feito de 14 peças, 9 das quais são torneadas, 3 são chapas metálicas e as outras 2 são feitas de tubulação de aço resistente ao calor, soldadas juntas para formarem a câmara de combustão e o cano de escapamento do jato. Muitas das peças podem ser fabricadas de pequenos pedaços de sobras de material e, inclusive, de materiais refugados, por isso, o custo de fabricação deste motor é incrivelmente baixo. O tempo de construção estimado para fabricá-lo é de aproximadamente 40 horas. Princípio de Funcionamento O motor a jato funciona funciona baseado baseado no princípio de ressonância ressonância e consiste consiste de um longo tubo munido na extremidade dianteira de uma válvula válv ula de chapa metálica tipo "flap"(chapeleta). "flap"(c hapeleta). Um Um combustível misturado com ar é feito fluir através de um carburador, mediante uma combinação de pressão de ar baixa e fluxo de ar rápido, criado por uma admissão de ar “Venturi”, passando em seguida pela chapeleta e dai para dentro da câmara de combustão. Uma vez na câmara de combustão, o combustível misturado com ar é inflamado, inicialmente por meio externo e depois disso, pela chama residual do ciclo prévio. Imediatamente após a combustão, a chapeleta é fechada pela alta pressão na câmara e os gases aquecidos deslocam-se pelo cano (cauda do motor), a reação resultante provê o impulso (empurrão), à medida que esta coluna de gases
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Motores a Jato
CONSTRUÇÃO – TURBINA A VAPOR Equipe Participante Alunos Joaquim Marcari Márcio Bueno Sandro Andrade Gonçalves Orientação Dawson Tadeu Izola
FIGURA 20 – Turbina a vapor
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Dawson Izola
FIGURA 21 – Croqui do conjunto Processo de usinagem do corpo da turbina (carcaça): O primeiro passo é a escolha do material que será utilizado na fabricação da carcaça e do rotor. Devese estabelecer uma tolerância entre as dimensões do material escolhido e o desenho das peças, para que a operação na máquina permita pequenos erros de usinagem.
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Motores a Jato
FIGURA 23 – Rotor da turbina Após ter faceado a peça, certifique-se que esta tem as dimensões mínimas para poder trabalhar o perfil do corpo da turbina.
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Dawson Izola
O próximo passo é centralizar a peça na fresadora, a fim de que os raios internos e os rasgos da turbina possam ser usinados. Faça uma marca no centro da peça, mas não fure nesta marca, lembre-se que o eixo é excêntrico em relação ao corpo da turbina.
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Motores a Jato
FIGURA 27 – Niple, conexão “T” e válvula.
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Dawson Izola
FIGURA 29 – Conjunto montado Monte o corpo e a tampa. Fixe com parafusos, coloque os pinos, e marque a entrada do vapor. Faça o furo e a rosca indicada para fixação do niple.
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Motores a Jato
MEMORIAL DE FOTOS – TURBINA A VAPOR
Turbina a vapor
Desgaste após os ensaios
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Dawson Izola
CONTRUÇÃO – TURBO COMPRESSOR COMPRESSOR
Equipe Participante Aluno: Márcio Bueno Orientação: Dawson Tadeu Izola
FIGURA 30 – Motor Turbo-compressor
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Motores a Jato
mais reforçada. O processo de usinagem deve ser feito com ferramenta de metal duro, por se tratar da usinagem de um material com dureza elevada, como é o caso do aço inoxidável.
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Dawson Izola
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Motores a Jato
FIGURA 35 – “T” do sistema de alimentação de gás A Peça da página anterior, é a peça que une une as demais através de uma mangueira de silicone e foi construída em latão.
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Dawson Izola
A Figura 38 mostra a montagem de todo o sistema. Pino de Saída
O Pino de Saída, por ter apenas a função de aumentar a pressão dos gases da combustão, foi construído em aço ABNT 1020, com uma uma ponteira móvel fixa por um parafuso tipo Alen de 3/16 pol (M5) 5mm. Na sua base tem-se quatro furos roscados para fixação do motor.
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A válvula v álvula que controla o volume de gás deve ser manuseada com objetivo de “afinar” a mistura, pois uma grande quantidade de gás, significa uma pressão maior e conseqüentemente uma influência no desempenho do motor 0.49 que movimenta o compressor.
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MEMORIAL DE FOTOS – PÓS-COMBUSTOR 0.49
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Motores a Jato
CONSTRUÇÃO – DUCTED FAN
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Dawson Izola
50 rebites; 1 chapa de zinco do duto de admissão com 600 * 200 * 0.5mm; 1 chapa de zinco do duto de descarga com 600 *500 * 0.5mm;
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Motores a Jato 20 6
30 18
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Dawson Izola
Para o ensaio utilizou-se uma balança capaz de medir o empuxo e o contra-rotativo do motor.
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