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Advancement in Gas

Turbine Propulsion

Presentation is Divided
into Three Chapters




1. Gas Turbine Engine 101


2. Engine Systems of the Industrys
current Engines
3. Future Technologies in Gas Turbine
Propulsion

Chapter 1
Gas Turbine Engine 101

Gas turbine Engine




Member of the Reaction Engine Family,


whose sole purpose is to accelerate or
produce high velocity gases at the exit
nozzle. This produces an increase in
momentum, and provides thrust.

Standard Day Conditions




The standard day conditions are zero


percent humidity, 15 degrees C (59
degrees F) and atmospheric pressure
of 29.92 in Hg at sea level.
Standard day conditions are used by
engineers when calculating the engine
thrust ratings.

Standard Day Conditions


As air
temperature
increases,
engine power
output
decreases, and
vice versa.
As air density
increases,
engine power
output
increases, As
air density
decreases,
engine power
output
decreases.

Newtons Law of Motion




Newtons Second and Third Law of Motion helps


explain how a jet engine produce thrust.
Newtons Second Law of Motion identifies how
acceleration is produced when a force acts on a
mass. The heavier the mass of the object
accelerated, the larger the amount of force
necessary to accelerate the object.
Newtons Third Law of Motion states Every action
has an equal and opposite reaction. For example,
if a 200 pound man jumps off the back of a 200
pound boat, the man and the boat will move in
equal distance.

Newtons Law of Motion




Newtons Third
Law of Motion
states Every
action has an
equal and
opposite
reaction.
For example, if
a 200 pound
man jumps off
the back of a
200 pound
boat, the man
and the boat
will move in
equal distance.

Newtons Law of Motion




Newtons
Second Law of
Motion states
Force equals
mass
accelerated.
The greater the
quantity of air
the jet engine
accelerates the
larger the
amount of
thrust being
produced.

Newtons Law of Motion




Newtons Third
Law of Motion
states Every
action has an
equal and
opposite
reaction.
Action; jet
exhaust going
through the jet
engine.
Reaction; jet
engine is
propelled
forward.

Bernoullis Principle


Bernoullis Principle
says air that moves
through a tube that
decreases in diameter
(convergent duct) will
increase in velocity and
decrease in pressure.
Air that moves through
a tube that increases in
diameter (divergent
duct) will decrease in
velocity and increase in
pressure.

Balanced Forces


Balanced forces are


forces acting on an
object that are the
same in every
direction.
Balanced forces on
an object prevent
movement. If forces
on an object are the
same in all
directions the object
will not move.

Balanced Forces


Unbalanced forces
are forces on an
object that are not
the same in all
directions. During
operation a jet engine
pushes gases out the
exhaust nozzle. This
makes an unbalanced
force towards the
front of the engine.

Unbalanced

forces cause an object to


move. Unbalanced forces cause the jet
engine to produce thrust.

Increasing Thrust


Jet engine thrust can be increased two


ways:

Increasing Thrust
Increase the speed of the exhaust gases.

Increasing Thrust
Increase the quantity of the exhaust
gases.

Increased engine thrust will make an aircraft fly faster or


with more weight.

Gas Turbine Engine


Operation


The engine is started by rotating the


compressor with a starter, and then igniting the
mixture of fuel and air in the combustion
chamber with one or more igniters. When the
engine has started and its compressor has
gained sufficient speed, the starter and igniters
are turned off. The engine will run without
further assistance as long as fuel and air in
proper proportions continue to enter the
combustion chamber.

Gas Turbine Engine


Operation

Powerplant Engine and interface to aircraft systems

Gas Turbine Engine


Operation

Gas Turbine Engine


Operation

Gas Turbine Engine


Operation

Gas Turbine Engine


Operation


Air enters the inlet ducts then passes through


the compressor.
compressor. The compressor increases the
pressure of the incoming air before passing it
to the combustion chamber.
chamber.

Gas Turbine Engine


Operation

Gas Turbine Engine


Operation

Gas Turbine Engine


Operation

Gas Turbine Engine


Operation

Gas Turbine Engine


Operation


Fuel is sprayed through the nozzles to the front


of the combustion chamber.
chamber. The resulting
mixture of fuel and air is burned to produce
hot, expanding gasses that rush to the turbine
section, causing the turbine rotors to rotate.
rotate.

Gas Turbine Engine


Operation

Gas Turbine Engine


Operation
COMBUSTION
CASE

COMBUSTION CASE
FRONT FLANGE

COMBUSTION
CASE REAR
FLANGE

ENERGY

HP TURBINE
SECTION

COMBUSTION CHAMBER

COMBUSTOR INTERFACES

Gas Turbine Engine


Operation
LPT ROTOR

CENTER VENT
TUBE

TURBINE FRAME

Gas Turbine Engine


Operation


On leaving the turbine section, the gasses are


expelled to the outside air through the exhaust
duct and jet nozzle.
nozzle. The power that the turbine
rotors extract from the expanding gases is used
to drive the compressors.
compressors. As the turbine rotors
and compressor are both mounted on the same
shaft.. They operate as a unit.
shaft
unit.
The secret why a gas turbine will run as it
does lies in the compressor.
compressor.

Gas Turbine Engine


Operation

Types of Jet Engines For


Aircraft


Turbojet or Straightjets

Turbofan or Fanjet

Turboprop or Propjets

Turboshaft or Shaft Turbine Engine

Turbojet or Straightjets


A gas turbine
engine that uses
only thrust
developed within
the engine to
produce propulsive
force. Have no
other features
such as fan,
propeller or free
turbine.

Turbojet or straightjets

Turbojet or straightjets

Characteristics of
Turbojets


Efficiencies of turbojets are attained at high


altitude and airspeed.
High thrust at low airspeed is not a turbojet
characteristic.
To be at their best, turbojets need ram air
pressure that comes only with high airspeed.
Turbojets need long runway for taketake-off.

Types of Jet Engine


Profile


Conventional

Types of Jet Engine


Profile


Wasp Waist

Turboprop


When the
exhaust gases
from the basic
part of a turbojet
(often called gas
generators) are
used to rotate an
additional turbine
that drives a
propeller through
a speed reduction
gear system, the
engine becomes a
turboprop.

Turboprop

Types of Turboprops


Direct propeller drive turboprop power


produced drives the propeller reduction gearing
directly from compressor drive shaft.
Free turbine propeller drive Turboprop The
shaft on which the free turbine is mounted drives
the propeller through the propeller reduction gear
system.

Types of Turboprops


A free turbine is independent of compressor


drive turbines, and is free to rotate by itself.
Although aircraft turboprop is more
complicated and heavier than a turbojet engine
at equivalent size and power, it will deliver more
thrust at low subsonic airspeeds. However, the
advantage decreases as flight speed increases.

Types of Turboprops


Propulsive efficiency of a turboprop


decreases as the airspeed increases, while as in a
turbojet engine propulsive, efficiency increases as
airspeed increases.
Loss of propulsive efficiency with speed that
becomes a limiting factor at airspeeds above
Mach 0.6 for turboprop aircraft.

Turboshaft


Similar to a free turbine propeller drive turboprop


but it drives something other than a propeller,
such as the rotor of a helicopter or as an
Auxiliary Power Unit in jet airplanes.

Turboshaft

Turbofan


In principle, a turbofan is much like a turboprop


except that the bypass ratio is less.
In turbofan, the geargear-driven propeller is replaced
by a duct enclosed, axial flow fan with rotating
blades and stationary vains, similar to blades and
vanes of the axial flow compressor, just larger.

Turbofan

Turbofan

Turbofan

Turbofan

Bypass ratio


ratio of the secondary airflow of airflow to the fan


or propeller to the primary airflow or airflow to
the basic engine.

2 Main Categories of
Bypass Engines


High Bypass Ration Engines Bypass


ratio greater than five

2 Main Categories of
Bypass Engines


Low Bypass Ratio Engine Bypass


ratio less than five

2 Principal Configurations
of a turbofan





Forward Fan Fan at front of engine

Aft Fan Engine Fan at rear of engine


The fan produce between 30 to 75% of total
thrust depending on the bypass ratio.
Turbofan combines the good operating
efficiency and high thrust capability of a
turboprop and the high speed high altitude
capability of a turbojet.

Turbofan Advantage over


Turboprop



Lighter weight

Unsusceptible to propeller and associated feature


malfunctions.
Can attain higher velocities, even up to
supersonic range, with no loss in propulsive
efficiency

Turbofan Advantage over


Turboprop



Can be equipped with afterburners

Fan section turbofan engine would not


decrease in propulsive efficiency and would not
stall at supersonic speeds, due to the design of
the inlet ducts which controls the flow of air.
Instead turbofan engine increases in propulsive
efficiency as air velocity increases, due to ram
effect.

Turbofan Advantage over


Turbojet





Lower noise level


Lower fuel consumption
Greater thrust at lower airspeeds
Shorter runway needed

Comparison is based upon engines of equal thrust


output.

Jet Engines with


Afterburners (Reheaters)


Afterburners are located aft of the normal


exhaust duct. Provides additional thrust by again
expanding engine exhaust gases by heat, which
in turn further accelerates the airflow.
An engine equipped with an afterburner can
develop 50% or more additional thrust.

Jet Engines with


Afterburners (reheaters)

Thrust


The force generated through a jet engine comes


from the difference between the momentum of
air leaving the exhaust and the momentum of the
air entering the inlet. When the exit static
pressure of the air exceeds the ambient static
pressure an additional thrust force is generated.
Thrust is created from the unbalanced forces
and momentum created within then engine itself.

Net Thrust


Is the thrust that results from the change in


momentum of the mass of air and the fuel that
passes through the engine.

Fn = M + (Pe
(Pe--Po)Ae

Fn = (Me(Me-Mo) + (Pe
(Pe--Po)Ae

Gross Thrust


Is the total thrust developed by an engine which


does not take into account the momentum of
incoming air, but only the outgoing.
During ground run where the velocity of the
aircraft is zero, the net thrust is equal to the
gross thrust.
The amount of thrust that an engine
produces is usually measured when the engine is
mounted in a test stand on the ground.

Reverse Thrust


A mechanism used to decrease the momentum,


of air exhaust, which result in a negative total
change in momentum, thus decreasing the
aircraft speed.

Reverse Thrust

Factors Affecting Thrust




At any given throttle setting, engine thrust will


vary as the temperature and pressure of the air
entering the engine change.

Factors Affecting Thrust




Jet Nozzle Velocity Higher throttle settings


incorporates the jet nozzle velocity as a limiting
factor. Gases passing through the converging
section of the nozzle will be limited below the
speed of sound. As the exhaust velocity reaches
sonic, the nozzle section will be choked, for the
exhaust duct is incapable of enhancing exhaust
velocities at supersonic range. Unless otherwise
that the exhaust duct is specially designed to
handle such speeds.

Factors Affecting Thrust




Air Velocity It has been shown that the


variation in the jet nozzle velocity is small at
higher throttle settings, for the nozzle will be
choked. Therefore the difference between the
velocity of the incoming air and the outgoing will
be less at higher airplane velocities. As airplane
speed increases thrust goes down.

Factors Affecting Thrust




Mass Flow Most significant variable in the trust


equations is the mass flow. Mass flow at the
engine is controlled by the fixed engineengine-inlet
area, unless the engine has a variable inlet area,
the mass flow at any given RPM is determined by
the density of air going into the compressor.
Density the greater the density the higher the
thrust produced.

Factors Affecting Thrust




Temperature In free air, a rise in temperature


will cause the density to decrease. Thus as
increase in temperature would be a decrease in
thrust.
Pressure The greater the pressure the greater
the density, and so the greater thrust.

Factors Affecting Thrust




Altitude effect Is a function of density, pressure


and temperature. Which all drops as altitude
increases, and will decrease more as it reaches
stratosphere, due to a stagnant temperature.
If only the engine is considered, this makes
the stratosphere the optimum altitude for long
range cruising at normal speeds.

Factors Affecting Thrust




Ram Effect To gain ram pressure A/C needs


more speed, ram effect increases the airflow to
the engine, which in turn means more thrust, but
an increase in air velocity would cause the thrust
to decrease. As the aircraft goes faster eventually
becomes ram effect becomes sufficient enough to
make up for the loss in thrust caused by the
increase in inlet velocity. Ram also compensates
for some of the loss thrust due to loss of pressure
at high altitudes. When the speed becomes high
enough, the ram effect will produce an overall
increase in total thrust.

Factors Affecting Thrust

Specific Fuel Consumption




Thrust specific fuel consumption The engines


fuel consumption in lbs per hour divided by net
thrust.
The amount of fuel required to produce one
pound of thrust.

Specific Fuel Consumption




TSFC =

Wf
Fn

Where: TSFC = Thrust Specific Fuel Consumption


WT = Fuel flow
Fn
= Net thrust

Airborne Measuring
Devices
FAN SPEED

CORE ENGINE
ENGINE
SPEED
PRESSURE RATIO

EXHAUST GAS
TEMPERATURE

Airborne Measuring
Devices


Tachometer Based on the fact that thrust is


directly proportional to the engine RPM.
Exhaust Gas Temperature System used in
measuring Engine exhaust temperature for
engine operating limitations.
Engine Pressure Ratio is the turbine discharge
total pressure divided by the total pressure at the
engine inlet. Most frequently used parameter.

Subsonic, Sonic,
Supersonic Gas Flow


Subsonic- Free stream velocity is ranged below


Subsonicthe speed at sound.
Sonic- Mach 1.0 or speed equivalent to the speed
Sonicof sound.
Supersonic- speeds exceeding the speed of
Supersonicsound.
Speed of sound is a function at the air temp.

Gas Generator


Used to describe all gas producing section or


component of a gas turbine engine. Excludes
ducts, shafts, reduction gears.

Components of a Gas
Turbine Engine






Inlet Duct
Compressor
Combustion Chamber
Turbine
Exit Nozzle

Gas Turbine Engine


Components


Air inlet duct


Turbojet inlet duct
Turboprop air inlet and reduction gearing
Turbofan air inlet and Fan section

Gas Turbine Engine Inlet


Duct

Turbofan/Turbojet Inlet
Duct Subsonic

Turbofan/Turbojet Inlet
Duct Supersonic

Turbofan/Turbojet Inlet
Duct Supersonic

Turbofan/Turbojet Inlet
Duct Supersonic

Turboprop Inlet Duct

Turboprop Inlet Duct

Components of a Gas
Turbine Engine


Compressor

An integral component of a gas turbine engine,


whose main objective is to supply compressed air for
combustion in the combustion chamber.

Components of a Gas
Turbine Engine

Compressor Module

Gas Turbine Engine


Components







Compressor Module
--compressor
--compressor drive shaft
--compressor
--compressor blades
--rotor
--rotor blades
--stator
--stator blades
--compressor
--compressor disc or drums

Components of a Gas
Turbine Engine







3 Types of Compressors
Centrifugal Flow Compressor 1st type developed
Axial Flow Compressor type most widely used
-- Single Spool
-- Dual Spool
Centrifugal--Axial Flow Compressor
Centrifugal

Gas Generator

Gas Turbine Engine


Components

Axial Flow Compressor

Centrifugal Flow Compressor

Gas Turbine Engine


Components
DISC
REAR
ROTATING
AIR SEAL
ROTOR
SHAFT

HP COMPRESSOR ROTOR DESIGN

Gas Turbine Engine


Components


Diffuser Section
FAN FRAME
TURBINE FRAME
HP SHAFT
LP SHAFT

Gas Turbine Engine


Components


Fuel Manifolds and Nozzles

-swirl type
or multiple
type

COMBUSTION
CASE

COMBUSTION
CASE REAR
FLANGE

COMBUSTION
CASE FRONT
FLANGE
HP TURBINE
SECTION

COMBUSTION
CHAMBER

Gas Turbine Engine


Components


Combustion chambers
Can type

Gas Turbine Engine


Components


Combustion chambers
Annular type

Gas Turbine Engine


Components


Combustion chambers
CanCan-annular type

Components of a Gas
Turbine Engine


Turbine

Components of a Gas
Turbine Engine


Exit Nozzle

Gas Turbine Engine


Components


Nozzle

Fixed geometry

Gas Turbine Engine


Components


Nozzle

Variable
geometry

Chapter 2
Engine Systems of Industrys
Current Engines

Engine ATA Chapters














70
71
72
73
74
75
76
77
78
79
80

Engine Standard Practices


Powerplant
Engine
Engine Fuel and Control
Engine Ignition System
Engine Air System
Engine Controls
Engine Indicating System
Engine Exhaust System
Engine Lubricating System
Engine Starting System

ATA 73 Engine Fuel and


Control


The engine fuel and control system provides a


means of supplying and controlling the flow of
fuel going to the engine combustion chambers to
be used for combustion.

General Parts of Fuel


System









Boost Pumps
Filters
Main Fuel Pump
Fuel control unit
Fuel shut off valve
Staging valve (for fuel spray nozzle in duplex
type)
Fuel Manifolds
Fuel Spray Nozzle

Boost Pumps


Also called the low pressure pump the function of


the Boost pump is to suck the fuel from the fuel
line and supply it to the main engine fuel pump
and to the engine fuel control unit.
The boost pump is necessary for the engine fuel
system operation, as it pressurizes the fuel to the
right amount before it enters the main fuel pump.
Without the boost pump, the main fuel pump
would experience cavitation and would not be
able to pressurize the fuel to the required
amount.

Main Fuel Pump




The main fuel pump receives the fuel from the


low pressure fuel pump and pressurizes it even
further and supplies it to the engine fuel control
unit.
The main fuel pump provides a fuel pressure
greater than what is required by the engine for
proper operation.

CFM56--5B Fuel Pumps


CFM56

FUEL PUMP AND FILTER


ASSEMBLY

FUEL PUMP AND FILTER


ASSEMBLY

Filters


A fuel filter is a requirement in any fuel system of


any heat engine that uses liquid fuel. The fuel
filter provides a means of protection of the
engine fuel components from any foreign object
that may be caught inside its mechanisms.

Fuel Filters

Fuel Control Unit









The engine fuel control unit receives the overly


pressurized fuel form the main fuel pump.
The fuel control unit meters the right amount of
fuel that is needed for proper operation of the
engine and supplies it to the engine combustion
chamber through the fuel manifolds and spray
nozzle.
The metering of the fuel is based on the actual
conditions at the time of the operation of the
engine.
Ambient conditions
Actual rotor speeds
Compressor working condition

Fuel Shut Off Valve




The fuel shut off valve is a part of the engine fuel


system that shuts off or allows entry of the fuel
from the aircraft tanks to the combustion
chamber.
Usually is an integral part of other engine
components and is directly controlled from the
cockpit.

CFM56-5B Fuel Control


CFM56Unit

FUEL CONTROL UNIT

FUEL CONTROL UNIT

CFM56-5B Fuel Control


CFM56Unit Process

FCU

FUEL CONTROL UNIT PURPOSES

Staging Valve


Used in gas turbine engines that utilizes more


than one fuel flow for combustion. Separates the
fuel flow coming from the fuel control unit into a
primary and secondary flow and supplies it to the
fuel manifolds and to the fuel nozzle.

CFM56--5B Staging Valve


CFM56

STAGING VALVE

Fuel Manifolds and


Nozzles


Fuel is introduced into the air stream at the front


of the burners in spray form By a manifold
system to Nozzle mounted in the burner cans.
The most common type of Nozzle employs a
pressure atomizing principle w/c ensures the
uniform distribution of fine particles.

Fuel Manifolds


The fuel manifolds are passages of the metered


fuel that are directly installed around the
combustion chamber. The fuel manifold provides
metered fuel passage going to the engine fuel
nozzle.

CFM56--5B Fuel Manifold


CFM56

Fuel Spray Nozzle




The Spray Nozzle is the last component that the


fuel will pass through before going into the
combustion chamber.
The main purpose of the fuel spray nozzle is to
atomize the metered fuel as is goes into the
combustion chamber.

CFM56-5B Fuel Spray


CFM56Nozzle

CFM56-5B Fuel Spray


CFM56Nozzle

ATA 74 Engine Ignition


System


The purpose of the ignition system is to ignite the


air/fuel mixture within the combustion chamber.
An FAA certified gas turbine engine requires a
dual ignition system, consisting of two
independent systems.

General Parts of the


ignition System




Ignition Exciter
Igniter Leads
Igniter Plugs

System Operation and


Nomenclature


A current is supplied to the ignition exciters


and transformed into high voltage pulses.
These pulses are sent, through ignition
leads, to the tip of the igniter plugs,
producing sparks.

The ignition system provides the means of


initiating combustion for engine starting or
inin-flight relighting and maintaining
combustion in adverse conditions.

System Operation and


Nomenclature


The ignition system utilizes an ignition power


supply, high tension distribution system and
engine ignition control system to obtain a spark to
ignite the fuel.
The power supply system comprises two high
energy (H.E) ignition units which are supplied
with electrical power from the aircraft system via
the appropriate branch of the engine electrical
harness. The ignition units step up the voltage
and supply high tension power to the distribution
system.

System Operation and


Nomenclature


The high tension distribution system comprises


two H.E. igniter plugs and two H.E. igniter leads.
The leads convey the high tension electrical
supply from the ignition units to the igniter plugs
where it is dissipated in the form of an intense
spark.
The engine ignition control is provided by the
engine start switch and ignition selection switch.
With these switches properly positioned, electrical
power is supplied to the exciters for use in engine
ignition.

CFM56--5B Engine Ignition System


CFM56
SPARK IGNITER (2)

SPARK IGNITER (2)

IGNITION LEAD
ASSEMBLY (2)

IGNITIOIN GENERAL

Ignition Exciters


The ignition exciters transform the low voltage


input from an external source into repeated high
voltage output pulses. The high voltage output
reaches to as much as 20000V

CFM56-5B Ignition
CFM56Exciters
ELECTRICAL
CONNECTOR
SYSTEM A

EXCITERS
IGNITION
LEADS

ELECTRICAL
CONNECTOR
SYSTEM B
IGNITION EXCITERS

Ignition Distribution
System


The purpose of the distribution system is to


transmit the electrical energy delivered by the
ignition exciters to produce sparks inside the
combustor.

CFM56-5B Ignition
CFM56Distribution System

ATA 75 Engine Air


System


The engine air system is comprised of the


Internal Cooling and Sealing Air system,
Accessory Cooling System, Compressor Bleed
control system which includes the environmental
control system bleed.

Internal and Accessory


Cooling System


To cool the engine mounted accessory units and


maintain underunder-cowl temperatures at an
acceptable level, calibrated airflows are provided
around the propulsion unit.

RB211-535E4 Accessory
RB211Cooling System
FORWARD MOUNT
AFT MOUNT
COOLING AIR REAR
INLETS

INLET COWL PRESSURE


RELIEF DOOR

TURBINE CASE
COOLING AIR INLET

PRESSURE RELIEF
DOOR

INLET COWL

AIR OUTLET

OUTLET AND PRESSURE


RELIEF DOOR

CFM56-5B Internal Cooling


CFM56System--Parasite Air
System

Compressor Bleed Control


System


To maintain a stable airflow through the


compressor section during certain transient and
steady running conditions, a percentage of air is
vented from the compressors through bleed
valves, usually these bleed valves discharge to
the LP compressor fan outlet.

CFM56-5B Compressor
CFM56Bleed Control System

1 MASTER BLEED VALVE


2 VARIABLE BLEED VALVE
3 INTER CONNECTING SHAFT
4 POSITION SENSOR
5 GEAR MOTOR ASSEMBLY
6 STOP MECHANISM ASSEMBLY
7 MAIN FLEXIBLE SHAFT
8 FEEDBACK ROD

ATA 76 Engine Control


System


The engine control system provides the means


for controlling fuel and ignition for starting,
operating and shutting down the engines, and for
controlling engine forward and reverse thrust.
Controlling the forward and reverse thrust is
accomplished by movement of the forward and
reverse thrust levers in the flight compartment.
This movement is transmitted through the
airplane and engine mounted cables to the
engine fuel control unit.

Components of the
Engine Control System



Thrust lever assembly


Control cables

Thrust Lever Assembly




The thrust lever assembly is located in the control


stand on the flight compartment. The assembly
contains forward and reverse thrust levers.

Thrust Lever Assembly

RB211-535E4
RB211Engine Control System
THRUST REVERSE
LEVER
FORWARD THRUST
LEVER

THRUST CONTROL LEVERS

CONTROL
CALBE
FUEL CONTROL
UNIT

A320 Engine indicating

ATA 77 Engine
indicating System


The engine indicating system provides a means


of monitoring the engine condition and its
performance.

Common Indicating
Parameters







Engine Pressure Ratio


Shaft Rotor Speed
Exhaust Gas Temperature
Engine Vibration Monitor
Fuel Flow
Oil Pressure

Engine Pressure Ratio




Also known as the EPR indicating system,


compares the exit pressure to the inlet pressure
and sends its value to an indicator located at the
cockpit.

Shaft Rotor Speed




Denoted by the letter N, is the ratio of the actual


engine speed and the maximum speed that the
engine can attain at a given condition.
Sometimes referred to as %RPM since it indicates
the percentage of maximum rotor rotation.

Exhaust Gas Temperature




Known also the as EGT, this parameters is used


to monitor the engine exhaust temperature. The
engine just as any machine has a maximum
operating temperature, if this temperature is
exceeded, serious damage to the engine can
occur. Thus the EGT is one of the most important
engine indicating parameter.

A320 Engine indicating


System


ECAM or EICAS

ATA 78 Engine Exhaust


System


The cold stream and hot stream gases are


discharged to the atmosphere through the engine
exhaust system, at a velocity and in the required
direction to provide the resultant thrust.

CFM56-5B Engine
CFM56Exhaust System

ATA 79 Engine
Lubricating System


The oil system is of the selfself-contained, full flow


re
re--circulatory type and provides lubrication and
cooling oil to the engine bearings, gears and
splines.

Common Components of
oil System





Oil tank
Pressure Pump
Scavenge Pump
Filters

CFM56-5B Engine
CFM56Lubricating System

CFM56-5B Engine
CFM56Lubricating System

Common Components of
oil System





Oil tank
Pressure Pump
Scavenge Pump
Filters

CFM56-5B Components of
CFM56oil System

CFM56-5B Engine
CFM56Lubricating System

CFM56-5B Engine
CFM56Lubricating System

ATA 80 Engine Starting


System


The engine starting system supplies the input to


turn the engine high pressure (HP) compressor
rotor to a speed at which engine lightlight-up can
occur. The system is used for ground starts, and
can also be used for inin-flight starts.

Engine Starting System




The start system includes the engineengine-mounted


components that follow:
(1) A pneumatic starter is installed on the
forward face of the highhigh-speed (HS)
external gearbox.
(2) A starter control valve is installed on the
lower left side of the low pressure (LP)
compressor (fan) case.
(3) The related air ducting and electrical
wiring.

Types of Starters





Direct electric motor


Air Turbine or Pneumatic Starter
Combustion
Hydraulic

CFM56-5B Pneumatic
CFM56Starter

Starting


The HP compressor rotor assembly is turned by


the starter through the HS external gearbox. The
starter is a pneumatically driven motor,
connected by ducts to the bleed air system of the
aircraft. Air for the starter can be supplied by a
ground supply, the Auxiliary Power Unit (APU) or
from the other engine.

Chapter 3
Innovations in Gas Turbine
Propulsion

Future Technology






MTU Active Core Concept


CFM Technology Advancement
Program
IAE Select One Program
GE Advanced Turbo Fan Engine
P&W Geared Turbo Fan

MTU
Active Core Program

Overview of Active Core


Program


NEWAC has set forth its goals of developing for a


reduction of 6% in CO2 emissions and 16% in NOx
emissions. In order to reach new goals, four major
core concepts are being evaluated and additional
research is performed in the development of
improved combustors.
In order to meet the ACARE 2020 objectives, strong
improvements on engine component efficiencies are
required in addition to new engine architectures.
The four core concepts depicted are the following;

MTU Active Core Program







1.
2.
3.
4.

Intercooled Core
Intercooled Recuperated Core
Flow Controlled Core
Active Core

Intercooled Core

The introduction of an intercooler to a core configuration allows for a


very high overall pressure ratios. It refuces the compression work for
such cycles and improves fuel burn.
The concept developed in this design is the high Overall Pressure
Ratio intercooled turbofan engine, which uses part of the bypass duct
airflow for intercooling. Intercooling reduces the work required to
achieve a given OPR, or enables OPR to be increased for the same
work. This means that the combustor temperature rise is bigger for a
given Turbine Air Temperature.

Typical Intercooled
Engine

Intercooler Modules
around Engine Core

Intercooled Recuperated
Core

This concept exploits the heat of the engine exhaust gas and
maximizes the heat pick up capacity of the combustor inlet air
by intercooling in front of the HP compressor
The IRA cycle already will use significant benefits from a
further increase in propulsive and thermal efficiency with a
potential of up to 20% fuel consumption/CO2 emission
reduction

Flow Controlled Core

High BPR direct driven turbofan engines require a compact HP


compressor with very high pressure ratio which has to compensate
for the low booster presure ratio. Therefore, flow control technologies
are being investigated, which help in the specific field of very high
aerodynamically loaded HP compressors to strongly increase
efficiency and stall margin.
The strategy is based on the implementation of innovative concepts
capable of local contraol of the compressor flow field. The optimized
design of the compressor in association with the integration of these
aero--oriented technologies leads to a global benefit. The flow
aero
controlled core can also be applied to more conventional high Bypass
Ratios

Commercial Fan Motors


Technology Enhancement
Program

Commercial Fan Motors







Tech Insertion Program


Leap 56 Program
Leap--X
Leap
Unducted Fan

Commercial Fan Motors


Technology Insertion Program for
CFM56--5B & -7B
CFM56

Tech Insertion Program

Data from CFM

Tech Insertion


Data from CFM

Tech Insertion is a design


improvement for the current CFM56CFM565B and 7B Models.

Tech Insertion Design


Criteria

Data from CFM

Requirements

Effects

o Non Tech Insertion engines can be intermixed with Tech


insertion engines on the same AC
o Transparent operability for the pilot
o Preserve asset value for both fleet configurations
o Maintain the same engine architechture
o Fuel Burn and Maintenance Cost optimization

Tech Insertion Customer


Benefits

Data from CFM

Reduced Maintenance Cost: 4%4%-12% improvement

Reduced Fuel Burn

Reduced Emmisions: Nox reduced by 1515-20%

o Increased time on wing (due to higher EGT Margin


o Fewer shop visits (due to longer time on wing)
o Reduced performance deterioration rate (improved aerodynamic design
of HPC and HPT)
o No impact on shop visit cost
o Enhanced component durability

o Specific Fuel Consumption SFC improved ~0.5% at cruise


o SFC improved up to 1% over life cycle due to reduced deterioration

New High Pressure


Compressor Blades


Design Features:

New Blade aero design


Improved stage loading

Benefits

o
o

Data from CFM

Improved EGT Margins


Lower Fuel Burn

New Aerodynamics in Compressor Blades

New High Pressure


Compressor Blades


Design Features:

New Blade aero design


Improved stage loading

Benefits

o
o

Improved EGT Margins


Lower Fuel Burn
Advanced analytical design technique helped
improved combustor cooling

Data from CFM

Advanced Tech56 Low


Shock Blade Design

o
o


o
o
o
o
o

Data from CFM

Design Features:

Low Shock airfoil contour


Improved cooling

Benefits:

Improved performance
Lower Fuel Burn
Longer time on wing
Blade contour improves performance
Improved durability
Reduced interaction losses
between high and low
pressure turbines

Most Durable Low


Pressure Turbine

o
o


o
o
o

Design Features:
Advanced Coatings
Improved cooling

Benefits:

Improved durability
Lower Scrap rate
Fewer repairs
Blade contour improves performance

Data from CFM

Technology Insertion

Data from CFM

Commercial Fan Motors


CFM56--5B & 7B Technology
CFM56
Insertion

Tech Insertion Program


Current Status




Completed
Engines with Tech Insertion already in
Service Since October 2007
Applicability; A320 Family and B737

Commercial Fan Motors


Leap 56 Program

Leading Edge Aviation


Propulsion



LEAP: fundamental technology work for the future


Through the LEAP56 (Leading Edge Aviation Propulsion)
program, CFM is laying a technology foundation that will
position our engine family for future singlesingle-aisle aircraft.

Our engineers have developed a list of basic engine design


technologies to be evaluated. These include sophisticated
composite materials along with nextnext-generation 3
3--D
aerodynamics and a lowlow-emissions combustor.

Data from CFM

Commercial Fan Motors


Leap--X Program
Leap

International Aero
Engines
V2500 Select One

Select One Upgrade




Select One is an upgrade for the current


V2500 engine

Select One is a comprehensive HP system


upgrade

Select One is to enter into service on the


third Quarter of 2008 on A320 Family
application

Select One Upgrade




Select One is an upgrade for the current


V2500 engine

Select One is a comprehensive HP system


upgrade

Select One is to enter into service on the


third Quarter of 2008 on A320 Family
application

Select One Enhancements









1% Reduced Fuel Burn


20% Time on wing improvement
Additional 12 Deg C EGT Margin
40% Fewer miscellaneous shop visits
Maintains the V2500 as overall
environmental leader
Minimum cost retrofit

Design Improvements





HP Compressor System Upgrade


HT Turbine System Upgrade
LP Turbine System Upgrade

HP Compressor Upgrade




Aerodynamic Modifications
Mechanical modifications
Elliptical leading edge and improved
surface finish of HPC blades

HP Turbine Upgrade


Redistributed Cooling and Minor Restagger of 1st Stage HP Nozzle


Guide Vanes
-Increased Life
-Optimum Cycle Performance
Add film cooling, state of the art coating and Internal cooling
changes of the HPT Blades Stage 1
-Increased Life
Additional Platform cooling for 2nd Stage HP Nozzle Guide Vanes
-Increased Life
Improved Cooling and Flow redistribution
-Increased Life

LP Turbine Upgrade


ReRe-stagger of 1st Stage LP Turbine


Blades

Completed Engine Testing

International Aero
Engines
V2500 Select One Design Improvements
V2500 Select One Flight Test

Pratt & Whitney


Geared Turbofan Engine

Abstract


In striving to improve metrics, especially to lower fuel


consumption, weight and cost, and to reduce noise and
emissions, the jet engine manufacturers world wide are
continuously looking for new concepts to introduce a step
change in the turbofan engine development. One promising
concept having been investigated for two decades is, to apply
a speed reduction gear on the low spool of a two shaft engine
between the fan on the one (slow spinning) side and the LPC
and the LPT on the other (fast spinning) side, making the
configuration geared compared to the direct drive turbofan.
By means spool turbo machinery the desinger agains an
additional degree of freedom which allows him to the better
optimized the trugbo machines independantly.

Function


The efficiency of the fan rotor is


limited to low speeds and is most
efficient at high subsonic speeds.
The efficiency of the low pressure
turbine however is the exact opposite
and is most effective at high velocity
conditions

Function


The geared turbo fan is designed to


overcome this problem,

The fan speed is kept to its optimum


velocity

The Low pressure turbine is kept to its


minimum velocity when the engine is limited
to certain number of conditions.

Function


The High pressure turbine is


developed during the aircraft lay over
in gameco.

Function


The Low pressure turbine is further


increased for the engine

Function


The high pressure turbine is


accelerated to its maximu allowable
level
The engine is optimized to reach
certain con ditoins.

Function


The speed of the Low pressure compressor


and the high speed of the low pressure
turbine at kept at an optimum performance
or most efficient phase.
This is achieved by use of Gears, the geared
turbo fan would further increase the velocity
of the exhaust leaving gases

Reduction Gears

Pratt & Whitney Page


Geared Turbo Fan
Pratt & Whitney

GE Aero Engines
GEnx

GenEx

The GEnx Engine

Representing a giant leap forward in propulsion technology, virtually


every feature of this engine has evolved from years of research and
development.. This engine will significantly reduce fuel consumption
development
and emissions, while setting a new standards for performance and
reliability.. And with advanced aerodynamics and a composite fan, it
reliability
will also be the quietest engine GE has ever produced
produced..

Data from GE

GEnx TAPS Combustor

Data from GE

With our innovative singular annular TAPS combustor,


the GEnx is designed to be the cleanest burning engine
in its class. This combustor will far and away comply
with all existing and expected regulations for NOx
emissions

Cleaner combustion requires technology that delivers


high efficiency and lower, more uniform flame
temperatures. This is achieved with our innovative
prepre-mixing concept. By directing nearly all of the
airflow through unique swirlers and around nested fuel nozzles, we create
ideal pre mixed fuel/air environment. And because NOx production is strongly
driven by combustion temperature, these emissions will be drastically
reduced.
Additionally, because all of the combustion air enters through the dome and
mixers, no dilution holes are required on the new liner. This in turn reduces
distres, leading to longer liner life and reduced maintenance cost.
The lower and more uniform temperatures produced by this combustor have
another benefit, as well. They significantly improve the lives of all
downstream components.





GEnx Revolutionary
Turbine
GEnx use materials, coatings and architectures
that revolutionize turbine technology.
The job of the high and low pressure turbines
is to extract work from core flow.
Recent improvement in design codes and turbine
blade architecture now enables less blades to do
more efficient job, simultaneously reducing cost
and weight.

The bulk of the engine maintenance cost is driven by the life of the
turbine components. BY including the use of new, more temperature
capable materials and reducing the severity of the experience. The
design will feature unique powered metal rotors, specialized
coatings, enhancing cooling techniques and new blade materials,
delivering a turbine with the right balance of performance and
extended life.

GE Aero Engines
GEnx Timeline
GEnx Testing

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