6" High Pressure Main: Fill & Download for Free

I can't understand how the NTA and this HRD ministry gave this date.I think they didn't wanted to postpone from July but because of high pressure from students and parents they postponed it.They have just postponed it by one month and 10 days. This 10 days because if they have postponed it by one month the examination would have been on August and government bodies knows that if they are going to take exam on August then again students and parents will start protesting. So what they did is they postponed it to starting of September 1 to 6. So know no one can point towards government.New dates are shit.Follow my space for interesting science stuffs: Stuffs for JEE MAIN

*Melodramatic music*Disaster strikes more than six miles below the ocean surface when water crashes through the walls of a drilling station. Led by their captain, the survivors realize that their only hope is to walk across the sea floor to reach the main part of the facility. But they soon find themselves in a fight for their lives when they come under attack from mysterious and deadly creatures that no one has ever seen. (link)DUH duh Duuuuuuuh!!!”That’s the movie blurb… Are you seeing the problem yet?If I rewrite the blurb to what would have happened in reality:Disaster strikes more than six miles below the ocean surface when water crashes through the walls of a drilling station. EDIT: Due to the extreme pressure (14,181 PSI!!) at that depth, the compromised structure implodes and everyone sort of instantly crushes down into a temporary red smear that you can’t see because it’s dark.Fin. *Roll end credits*I’m talking about this awful monstrosity of a movie my partner forced me to watch and that successfully offended me at every level: Underwater (2020)[1]The deep drilling rig is 6 miles below sea level. That’s approximately 965 ATM (atmospheres) for those who care. That’s some *very* intense pressure (14181 PSI), yet somehow, the deep rig managed to wind up with holes large enough that [SPOILER!!} creatures could sneak on board and hunt humans, but magically doesn’t affect the hull integrity or the internal rig pressure…That’s just lazy.A 2-minute search on the Internet would have let writers know what happens. (Alistair Dove, talking about what would have occurred to James Cameron on The Deepsea Challenger if it sprang a leak at the bottom of the Mariana Trench):1,100 ATM is also a little less than the pressure in a commercial water cutter that uses a high-pressure jet of liquid to cut patterns out of steel. It would certainly be enough that after that imaginary rivet popped, the ensuing water jet would slice soft human tissue like butter. Of course, not for very long, because the weakness in the vessel would likely result in catastrophic implosion and instantaneous death for the unfortunate occupant. Outside an appropriately strong metal sphere, the human body would be compressed to a fraction of its volume at the surface as every last void space collapses and the tissues themselves condense under the massive load. I don’t know what the final effect would be, but I’m imagining something like an extra-large meat-lovers pizza…[2]This awful movie claims to be science fiction but it’s actually ‘objectively very scientifically unfactual’. it’s not ‘science’ anything if it contradicts what we already know without offering validation or reasoning. It’s fantasy.1-star⭐ → terrible movie, would not recommend.Footnotes[1] Underwater (film) - Wikipedia[2] Cool as a sea cucumber: life (and death) at extraordinary deep sea pressures

None, except for a number of improvements ...(1) From NK-144 to NK-32Developed in the early 60s, the NK-6 turbofan engine was the most powerful in the world. However, it was not possible to bring the NK-6 to the series. In July 1963, all work on the engine was discontinued — at the initiative of Khrushchev, appropriations for manned military aircraft were reduced …The experience gained was soon used in the design of the NK-144 engine intended for the Tu-144 supersonic passenger aircraftFig. Tu-144 with NK-144 enginesThe requirements for the maximum afterburner thrust of the NK-144 were lowered to 38,581 lbf, a cruising afterburner flight mode was introduced with a thrust of 8,752 lbf. In the low pressure channel, a two-stage fan and a three-stage compressor were used; there were five stages in the high pressure compressor channel. The afterburner was common to both — primary and secondary flows. The serial version of the Tu-144 was produced with NK-144A engines with increased thrust — a third fan stage was added …The Kuznetsov Design Bureau efforts to fine-tune the NK-144 were not in vain — they had to make a military engine out of a civilian engineFig. Tu-22M early series with NK-22 enginesThe basis for the new NK-22 was the development of the NK-144. Tu-22M2 missile carrier/ bomber was equipped with these engines with a thrust of 44,092 lbf each. Already in 1969, the NK-22 was put into serial production. However, due to the fact that the Tu-22M2 was conceived as a multimode, capable of flying both near the ground and at high altitudes, new items were used in its engines: an ejector-type nozzle with a wide control range, an electronic in front of the turbine gas temperature limiter and a afterburner fuel combustion annunciator …Fig. Tu-22M3 with NK-25 enginesThen the Design Bureau completed the development of a new, with higher specific parameters, engine for Tu-22M3 aircraft. The NK-25 turbofan three-shaft engine with a thrust of 55,116 lbf has become the most powerful (at that time) military aircraft engine. At high altitude, the NK-25s provided the aircraft with a speed of 2 M …A relative of the NK-25 was the NK-32 turbofan three-shaft engine, developed for the Tu-160 strategic missile carrierFig. Tu-160 with NK-32 enginesWith the same thrust on the afterburner, the NK-32 in cruise mode is more powerful than its predecessor — 30,865 lbf. The engine compressor has a three-stage fan, five medium pressure stages and seven high pressure stages. Single-stage turbines are used in high and medium pressure cascades, two-stage turbines in low pressure cascade. Adjustable engine nozzle, self-similar; electrical control system with hydromechanical redundancy. Tu-160 in one of the test flights reached a speed of 2,200 km/h, and with a payload of 30 tons, it was able to pass along a closed 1,000-kilometer route at an average speed of 1,731 km/h. The maximum flight range of the aircraft without refueling is 14,000 km …(2) From D-30/ KU/ KP to D-30F6The characteristics of the MiG-31 are determined by the capabilities of the power plant, which includes two D-30F6 engines. The engine was developed by the Perm Motor-Building Design Bureau under the leadership of P.A. Solovyov. It was decided to make a turbofan engine with an afterburner with a mixing of the primary and secondary flows …Fig. Tu-134UBL with D-30 enginesSolovyov proved that turbofan engines have the best set of economic and operational characteristics, allow high pressure ratio and high gas temperatures in front of the turbine at low losses with the outlet velocity of the rejected flow1955 year. The first D-20 engine (14,991 lbf) was a two-shaft turbofan (bypass ratio 1.5) engine with an afterburner in the secondary flow. The fine-tuning of the engine provided valuable material for creating engines of a similar scheme …1956 year. According to a single-shaft scheme with a common afterburner, a turbofan engine D-21 was designed, with a gas temperature in front of the turbine of 1,400 K; designed for supersonic flight speed. In 1960, the work was stopped …Fig. Il-62M with D-30KU engines1966–1967 years. The D-30F engine for 25,353 lbf thrust was designed, manufactured and tested. The projects of the D-20, D-21 and D-30F engines were ahead of their time, since for many years in supersonic aviation the dominant position was occupied by turbojet engines, however, the requirement for multimode (a combination of subsonic and supersonic flight speeds), better performance and a number of other advantages led to the fact that in supersonic aviation in the 70s turbofan engines began to dominate …Turbofan D-30F6 was designed using the compressors of the D-30 (Tu-134) and D-30KU/ KP (Il-62 and Il-76) engines, taking into account the design improvements due to the new operating conditionsFig. Il-76MD with D-30KP enginesThe choice in 1955 of the dimension of the gas generator and its seven-stage high-pressure compressor for the D-20 turbofan engine made it possible, without changing the dimensions of the stages, to create a family of turbofan engines with a thrust from 12,125 lbf to 35,274 lbfThe temperature of the gases in front of the turbine was brought to 1,640 K. A cooling system, new materials for turbine blades and discs were introduced …The optimal bypass ratio was chosen — 0.5, which has become a classic for most engines of this purpose in Russia and abroadA program was developed to increase the gas temperature in front of the turbine with an increase in the aircraft flight speed. This ensured that the required thrust was obtained at an altitude of 20 km and at a flight speed of 2,500 km/h — in fact, a technique for obtaining a steep speed characteristic of the engine, which later became classic. To exclude the combustion of fuel along the walls of the flame tubes, the supply of cooling air was introduced through the corrugated rings between the sections of the flame tubes. To form a uniform temperature field at the turbine inlet, the air supply is redistributed using special holes in the mixing zone of the flame tube. To ensure the operability and the required service life of the high-pressure turbine (1,640 K), the designs of nozzle and rotor blades of the 1st and 2nd stages with convective-film and convective cooling were developed. For the first time in the industry, an air-to-air heat exchanger was developed and applied in the engine secondary flow …Fig. MiG-31B with D-30F6 enginesReducing the temperature of the cooling air by 20–40% made it possible to increase the gas temperature in front of the turbine by 90–180 KFor the first time in domestic practice, a fuel injection and ignition system was introduced into the engine design using the “hot streak” method. To ensure the flight characteristics of the MiG-31, it was necessary to regulate the operation of the nozzle in an extremely wide range — was organized the bypass of atmospheric air into the flow path of the engine in unstable operation modes without deteriorating the characteristics of the nozzle in the main modes …In its final form, the D-30F6 was very different from the project. First of all, this concerned materials: new titanium and nickel alloys and high-strength steels were used. The geometric dimensions of the engine, determined back in the 60s, have not changed!!!