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The BAC One-Eleven airliner also used water injection for its Rolls-Royce Spey turbofan engines. Filling the tanks with jet fuel instead of water led to the Paninternational Flight 112 crash. [7] In 1978, Olympic Airways Flight 411 had to abort and return to its take-off airport due to a failure of the water injection system or its processes. [8]
The "Anti-Detonant Injection" (ADI) system injected a mixture of water and methanol into the carburetor to increase power for short periods. Several models of the R-2800s were fitted with ADI as standard equipment and were not given the W suffix. [nb 2] Few commercial aircraft used water injection. "A" Series: R-2800-1
MW 50 (Methanol-Wasser 50) was a 50-50 mixture of methanol and water (German: Wasser) that was often sprayed into the supercharger of World War II aircraft engines primarily for its anti-detonation effect, allowing the use of increased boost pressures. Secondary effects were cooling of the engine and charge cooling.
The Pratt & Whitney JT3D is an early turbofan aircraft engine derived from the Pratt & Whitney JT3C turbojet. It was first run in 1958 and was first flown in 1959 under a B-45 Tornado test aircraft. Over 8,000 JT3Ds were produced between 1959 and 1985.
The German MW 50 methanol-water injection system required additional piping, as well as a storage tank, increasing the aircraft's overall weight. [6] Like other boost techniques, MW 50 was restricted by capacity and engine temperatures and could only be used for a limited time.
The quantity of water carried is sufficient for and appropriate to the particular operational role of the aircraft. Selection of water injection engine ratings (Lift Wet/Short Lift Wet) results in an increase in the engine speed and jet pipe temperature limits beyond the respective dry (non-injected) ratings (Lift Dry/Short Lift Dry).
The SPRINT system injects demineralized water into the engine either upstream of the low pressure compressor or between the low pressure and high pressure compressors. The water injection system injects water into the primary or secondary fuel nozzle inputs, usually on natural gas fired engines.
Wet thrust is achieved through the use of water injection on takeoff, as opposed to "wet thrust" when used to describe an afterburning engine. 670 US gallons (2,500 L) of water are injected into the engines over the course of three minutes. The water is injected into the inlet and the diffuser case in front of the combustion case.