CV-18 Fujian/003 CATOBAR carrier thread

[Blitzo]

... putting it another way, it is this particular section that everyone is interested over now.

Other satellite photos, better quality or not, unfortunately simply lack that section installed, so are not useful in gauging the maximum flight deck width of the ship that everyone wants to know about.

So I would maintain that the Economist satellite photo is indeed still the best we have, for athat particular measurement at any rate.

 

[taxiya]

QE class are GT powered. GT power actually offer a considerable internal layout, redundancy and damage tolerance benefits over traditional Steam turbine power for large ships with integrated electric propulsion.

I don't believe that "QE choosing GT" is purely based on some technical advantages of GT. Britain is not in the business of building large steam turbine power plant for a long time when they begin the QE class. On the other hand, Britain is in lead of GT industry. I don't think QE has a choice other than GT.

GT also has a disadvantage compared to steam turbine, the efficiency decrease in environment of high ambient temperature. This is demonstrated by the breakdown of type 45 destroyer. GT compressor efficiency decreases when the ambient air temperature increases. Steam turbine does not need compressor therefor no loss in this process. Any advantage is nothing if the system can not guarantee a specific power output, a lower but guaranteed spec is better than a higher but non-reliable one.

 

[Richard Santos]

actually britain is still in the business of building marine steam turbines. British nuclear powered submarines uses steam turbines. but the even if the decision was compelled by circumstances, that does not mean the optimal choice would necessarily have been different if the circumstances were otherwise.

Gas turbine output does degrade with higher ambient temperature. But the msxiumum impact across entire range of temperatures encountered on earth is maybe 15%. If a ship is designed with clear geographic operating area in mind, the variability would be even less.

But in an integrated electric propulsion, GT frees internal arrangement from the needs to place prime moves in one concentrated bowels of the ship, It allows some or even all of the GT to be distributed to other parts of the ship. This allows both higher redundancy and damage resistance, as well as potentially higher space utilization by reducing the length snd volume of intake and exhaust ducts that must snake through the ship.

on an aircraft carrier, using GT adds the further advantage that the carrier can now burn exactly the same fuel as her airwing, thus providing for easier underway replenishment fir the carrier, make it easier for the carrier to refuel her gas turbine powered escorts, as well as providing flexibility in allocating onboard fuel for either ship power or airwing as tactical situation demand.

 

[ZeEa5KPul]

Cool story, bro. When you find a way to connect a gas turbine to a nuclear reactor, let us know.

 

[Richard Santos]

Cool story, bro. When you find a way to connect a gas turbine to a nuclear reactor, let us know.

we are not talking about nuclear power are we now? Bro.

 

[Blitzo]

we are not talking about nuclear power are we now? Bro.

Everyone has already described to you the benefits of having commonalities of steam turbines for nuclear carriers in the future.

I'm not sure why you are still insistent on your position, and why you cannot accept that for the PLAN, for 003, having steam turbines is reasonable and logical.

 

[Tam]

actually britain is still in the business of building marine steam turbines. British nuclear powered submarines uses steam turbines. but the even if the decision was compelled by circumstances, that does not mean the optimal choice would necessarily have been different if the circumstances were otherwise.

Gas turbine output does degrade with higher ambient temperature. But the msxiumum impact across entire range of temperatures encountered on earth is maybe 15%. If a ship is designed with clear geographic operating area in mind, the variability would be even less.

But in an integrated electric propulsion, GT frees internal arrangement from the needs to place prime moves in one concentrated bowels of the ship, It allows some or even all of the GT to be distributed to other parts of the ship. This allows both higher redundancy and damage resistance, as well as potentially higher space utilization by reducing the length snd volume of intake and exhaust ducts that must snake through the ship.

on an aircraft carrier, using GT adds the further advantage that the carrier can now burn exactly the same fuel as her airwing, thus providing for easier underway replenishment fir the carrier, make it easier for the carrier to refuel her gas turbine powered escorts, as well as providing flexibility in allocating onboard fuel for either ship power or airwing as tactical situation demand.

Steam turbines can burn anything, and so does marine gas turbines. Which means there is a big overlap of fuel compatibility between the two, which is convenient for a replenishment ship. If you want burn natural gas for marine gas and steam turbines, you could, although I would doubt you can use natural gas on aviation gas turbines.

 

[Tam]

QC-280 which is commonly used by 052D and 055, etc is 28MW

Recent breakthroughs in turbine blade technology --- one that help led the recent domestic engines for J-20 --- can spur development for a 33MW version based from the QC280. There are also separate gas turbines, such as QD400, but these are for power plant applications. Most powerful stationary gas turbine is RO110, which is 110MW. China accounts for more than half of the global steam turbine production, the most powerful up to 500MW. A strong reason for this is that China burns a lot of coal for power and so it has a strong specialty in the field.

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[Vincent Ang]

actually britain is still in the business of building marine steam turbines. British nuclear powered submarines uses steam turbines. but the even if the decision was compelled by circumstances, that does not mean the optimal choice would necessarily have been different if the circumstances were otherwise.

Gas turbine output does degrade with higher ambient temperature. But the msxiumum impact across entire range of temperatures encountered on earth is maybe 15%. If a ship is designed with clear geographic operating area in mind, the variability would be even less.

But in an integrated electric propulsion, GT frees internal arrangement from the needs to place prime moves in one concentrated bowels of the ship, It allows some or even all of the GT to be distributed to other parts of the ship. This allows both higher redundancy and damage resistance, as well as potentially higher space utilization by reducing the length snd volume of intake and exhaust ducts that must snake through the ship.

on an aircraft carrier, using GT adds the further advantage that the carrier can now burn exactly the same fuel as her airwing, thus providing for easier underway replenishment fir the carrier, make it easier for the carrier to refuel her gas turbine powered escorts, as well as providing flexibility in allocating onboard fuel for either ship power or airwing as tactical situation demand.

A 15 percent loss is a lot.

 

[Daniel707]

This should be posted on April 1st.

But at least, this can give impression to us, when Type 003 Aircraft Carrier completed