The J-33 is not a axial flow engine, it is centrifical flow with one stage
of compression, AF I suggest YOU are the one who needs to read up on the
subject and not me, btw do you believe everything that google returns as the
factual information, I suggest you keep in your line of expertise and don't
go outside of either apg or flt engineer, you definitely aren't experienced
enough to debate jet engines and their feeding.

"Dan, U.S. Air Force, retired" wrote in message
news:QvnJe.71991$FP2.65700@lakeread03...
wrote:
To AF retired, my experience? I was a jet engine mechanic AF43250, so I
know what I am talking about. As far as the cold section of the engine it
has what is called a convergent-divergent duct system to compress the air
to 70 parts oxygen to one part fuel, however the engine can't use all the
air up to approximately 80% power so it exhausts it thru the bleed valve
on the side of the engine.

J-33s had bleed air? Please explain to me the J-33 used "convergent -
divergent" air flow.


Again, check any engine guide and gasoline engines have
approximately 14 parts oxygen to 1 part fuel, doesn't matter how its
compressed. The fuel control controls the amount of fuel injected into
the engine but it relies on pressure sensors and temperature sensors to
do that. Using avgas the egt would go very high because of its quick
burning characteristics compared to kerosene or other jets fuels
therefore the pressure and temperature sensors would send that
information to the fuel control for adjustment. The fuel control also is
lubricated by jet fuel and would soon fail without this lubrication ( it
is so critical that we had to submerge the fuel control in jet fuel for
24 hours prior to installation and then if we manually moved the controls
more the three times prior to installation we had to send it back for
rebuilding.

The lead in AvGas would have acted as a lubricant long enough to get
where you were going.

Incidentally, I also
worked on F-102.T-33,B-57,T-39,C-130,C-133,F-101,all the aircraft had the
same requirements for fuel.

When you get a chance look at the -1 TOs for those aircraft. They list
substitute fuels. A lot has changed since you were in, I'm assuming
1960ish, but fuel characteristics.

You worked on all those aircraft in less than 6 years in the USAF? It
took me 20 to do the aircraft I listed.



Perhaps the more modern engine have more
tolerant materials , however when talking to recent jet engine mechanics
they say the requirements are the same. As I understand it the aircraft
you flew on used the jets for takeoff and at times at altitude only, if
that's truly the case the engine may be able to operate on avgas at those
times and those times only.

Do us both a favour and do some research on the subject, OK? Try
Google. Telling me I don't know what I am talking about doesn't quite make
for civil discourse. BTW, I never said I flew on B-36s or C-123s.

Dan, U.S. Air Force, retired