Aircraft Gas Turbine Engines

Introduction:
The gas turbine is an internal combustion engine that uses air as the working fluid. The engine
extracts chemical energy from fuel and converts it to mechanical energy using the gaseous energy of
the working fluid (air) to drive the engine and propeller, which, in turn, propel the airplane.

THE GAS TURBINE CYCLE The basic principle of the airplane turbine engine is identical to any and all
engines that extract energy from chemical fuel. The basic 4 steps for any internal combustion engine
are:

1. Intake of air (and possibly fuel).

2. Compression of the air (and possibly fuel).

3. Combustion, where fuel is injected (if it was not drawn in with the intake air) and burned to
convert the stored energy.

4. Expansion and exhaust, where the converted energy is put to use.

Diffusers:
In axial-flow compressors, the stage pressure rise is very dependent on the axial flow velocity.
To achieve the design pressure ratio in the minimum number of stages, a high axial velocity is
essential; in many aircraft engines, compressor outlet velocities may reach 170 m/s or higher.
Itis,of course, impractical to attempt to burn fuels in air flowing at such high velocities. Quite
apart from the formidable combustion problems involved ,the fundamental pressure loss would
be excessive. For example, for an air velocity of 170m/sand a combustor temperature ratio of
2.5, the pressure loss incurred in combustion would be approximately 25% of the pressure rise
achieved in the compressor .Thus, before combustion can proceed ,the air velocity must be
greatly reduced, usually to about one-fifth of the compressor outlet velocity. This reduction in
velocity is accomplished by fitting a diffuser between the compressor outlet and the upstream
end of the liner.

In its simplest form, a diffuser is merely a diverging passage in which the flow is decelerated
and the reduction in velocity head is converted to a rise in static pressure. The efficiency of
this conversion process is of considerable importance because any losses that occur are
manifested as a fall in total pressure across the diffuser. In long diffusers of low divergence
angle, the pressure loss is high due to skin friction along the walls, as shown in Figure 3.1.
Such diffusers are, in any case, impractical because of their extreme length. On all aircraft
engines, and also on many industrial engines, length is crucial, and it is essential, therefore,
that diffusion is accomplished in the shortest possible distance. With an increase in
divergence angle, both diffuser length and friction losses are reduced, but stall losses arising
from boundary-layer separation become more significant .Clearly, for any given area ratio,
there is an optimum angle of divergence at which the pressure loss is a minimum. Usually
this angle lies between6° and 12°.
Diffuser Geometry:
The geometry of straight-walled diffusers may be defined in terms of three
geometric parameters, as shown in Figure 3.2. Area ratio, AR, is an obvious
choice as a major parameter because it is directly related to the primary function
of the diffuser in achieving a prescribed reduction in velocity. Some form of
non dimensional length is a logical selection for another because, as pointed out
by Sovran and K lomp [1], in combination with the area ratio, such a length
defines the overall pressure gradient; the principal factor in boundary-layer
development. Usually, either the wall length, L, or the axial length, N, is used as
a characteristic length; it is expressed in non dimensional form by dividing by a
representative inlet dimension.
A third parameter is the divergence angle, 2θ, which is not an independent
variable, but is related to the other parameters by

For two-dimensional units, and for conical units:

AR=1+2(L/R1) sin θ+( L/R1 sin θ)^2

Calculation:

Inlet=10mm
Outlet=50mm
AR=5
N/R1=18

AR=[1+ N/R1 Tan θ]^2

Squaring on both sides

Substitute above values in formula

2.23= 1+18 Tan θ

1.23= 18 Tan θ
1.23/18 = Tan θ
0.068 = Tan θ

Θ =3.890

Therefore from all the above values

N=190
θ =12.40
Can annular diffuser:
Annular diffuser as an integral component of gas turbine engines of
high-speed aircraft. The performance of diffuser is dependent on
geometrical and dynamical parameter. The design and optimization of
diffuser geometry to achieve the best performance of the combustor is
quite complex. Annular diffuser naturally exist in the gas turbines of
aircraft because of presence of central hub or shaft. The annular
diffuser have superior performance compared to conical or simular
diffuser because of the presence of hub which act as a guide to the
flow Kline SJ [1].
Notation:
AR Area Ratio
L0 Diffuser wall length
L Diffuser Axial Length
Diffuser Divergence Angle
RH Radius of Hub
CP Static Pressure Recovery Coefficient
AR=3.56
N/R1=19
R1=10
N=190

From the above values

Tan θ=10.43

OR

AR=[1+ N/R1 Tan θ]^2

Squaring on both sides

Substitute above values in formula

3.56= 1+19 Tan θ

2.56= 19 Tan θ
2.56/19 = Tan θ
0.61 = Tan θ

Θ =31.56
Tan(31.56)=35/x
0.61 =35/x
X=35/0.61

X=56.98