AXIAL-COMPRESSOR AND TURBINE DESIGN

PROJECT FOR A CESSNA 550 FIGHTER-PLANE

Lecturer: Mr P Simelane
Subject Code: Turbo Machines 4 (TUM 411)
Course: B.Tech Mechanical Engineering

Students: Bonkaw B.I 201112528

Ngoyi Preston 201103088
Temogo Talakasi 201108956

Due Date: 06.11.2015

DECLARATION
We hereby declare that this mini-project report is wholly our own work and has not been submitted
anywhere else for academic credit, either by ourselves or another person.

We understand what plagiarism implies and declare that this report embodies our own ideas, words,
phrases, arguments, graphics, figures, results and organization except where reference is explicitly made to
another work.

We understand further that any unethical academic behaviour, which includes plagiarism, is seen in a
serious light by the University of Johannesburg and is punishable by disciplinary action as stipulated by the
university rules and regulations.

Surnames, Initial Student Number Signature

Ngoyi BRP 201103088

Bonkaw B.I 201112528

Talakasi, T 201108956

Date: …………………………………..

[201112528], [201103088] & [201108956] I

Acknowledgements

I would like to acknowledge all those who made this project report possible. All those who contributed to
assisting where possible for this report. I would like to acknowledge the library and the internet for the
information that assisted also in compiling this report. I would like to acknowledge my group members for
the hard work and dedication.

[201112528], [201103088] & [201108956] II

Abstract

This report presents the results of the design of a CESSNA 550 Citation engine. It first presents an historical
review of the plane then a brief description of the working principle of compressors and gas turbines used in
aircrafts. To make the analysis possible, it was necessary to make some assumptions. It was assumed that
at entry to the first stage of the compressor there was no guide vanes and thus the flow angle is zero; a
peripheral speed of 350 m/s (12000RPM) was considered which reduces stress on the blade and an initial
pressure ratio of 8. On the turbine side the principal of conservation of energy was used to find the
temperature drop throughout the turbine knowing the work done by the compressor and the mechanical
efficiency and further assumptions were made to calculate other important parameters of the turbine. From
the investigation it was concluded that the design will comprise a single shaft, seven stages compressor
and two stages turbine.

[201112528], [201103088] & [201108956] III

Contents
DECLARATION ............................................................................................................................... i
Acknowledgements...................................................................................................................... ii
Abstract ...................................................................................................................................... iii
List of Figures............................................................................................................................... 1
List of Tables ................................................................................................................................ 1
Nomenclature/ List of Symbols..................................................................................................... 2
Chapter 1 : Research .................................................................................................................... 3
1.1 Introduction ............................................................................................................................ 3
1.2 Definition of Problem.............................................................................................................. 3
1.3 Background Information ......................................................................................................... 4
1.4 Requirements of the Solution ................................................................................................. 5
Chapter 2 : Design ........................................................................................................................ 6
2.1 Introduction ............................................................................................................................ 6
2.2 Assumptions ............................................................................................................................ 6
2.3 Constraints .............................................................................................................................. 6
2.4 Criteria..................................................................................................................................... 6
2.5 Analysis ................................................................................................................................... 7
Chapter 3 : Discussion and Conclusion ........................................................................................ 19
3.1 Introduction .......................................................................................................................... 19
3.2 Discussion of Results: Compressor ....................................................................................... 19
3.3 Discussion of Results: Turbine .............................................................................................. 20
3.4 Conclusion ............................................................................................................................. 20
3.5 Recommendations ................................................................................................................ 21
Chapter 4 : Appendices .............................................................................................................. 22
4.1 Introduction .......................................................................................................................... 22
4.2 Sketches, Graphs and/or Drawings ....................................................................................... 22
References................................................................................................................................. 28

[201112528], [201103088] & [201108956] 0

List of Figures
Figure 1-1: Cessna 550 Citation (Media, 2015) .......................................................................................... 4
Figure 4-1: Compressor Stage and T-s diagram ....................................................................................... 22
Figure 4-2: Velocity Triangle for one stage ............................................................................................... 23
Figure 4-3: First Stage ............................................................................................................................. 24
Figure 4-4: Second stage ........................................................................................................................ 24
Figure 4-5: Velocity Diagrams First Stage................................................................................................. 25
Figure 4-6: Axial Flow Turbine Stage ........................................................................................................ 25
Figure 4-7: Velocity Diagrams for the Turbine Stage ................................................................................. 26
Figure 4-8: Velocity Diagram ................................................................................................................... 26

List of Tables
Table 2-1: Parameters used for the Compressor Design: ............................................................................ 7
Table 2-2: Summary of the Rotational speed and the annulus dimensions .................................................. 9
Table 2-3: Performance Results of the Compressor Stage ........................................................................ 15
Table 2-4: Parameters for the Turbine Design .......................................................................................... 15
Table 2-5: Summary results of turbine annulus dimensions ...................................................................... 18
Table 4-1: U.S Standard Atmosphere Air Properties in SI Units ................................................................. 27

[201112528], [201103088] & [201108956] 1

Nomenclature/ List of Symbols
Degree of Reaction

Stage loading factor

Flow coefficient

Rotor Speed

Angle with absolute velocity

Angle with relative velocity

Absolute velocity

Relative velocity

Area

Pressure

Temperature

Temperature difference in the stage

Nozzle loss coefficient

Work-done factor

Suffixes

Axial, whirl, component

Mean

Root radius

tip radius

[201112528], [201103088] & [201108956] 2

Chapter 1 : Research
1.1 Introduction

In this section the problem definition is introduced and parameters required for the problem formulation are
listed. The general background for this paper is introduced and the requirement necessary for this paper are
also listed in this section.

1.2 Definition of Problem

A CESSNA 550 CITATION fitted with two Pratt & Whitney JTD15D4B turbofan engine has a carrying
capacity of ten passengers. The plane has a cruising speed of 746 km/h and a cruising altitude of 13106 m.
The Cessna 550 wing span to 15.91 m, the overall length and height are respectively 14.39 m and 4.57 m
for total weight of 3655 kg when empty and maximum take-off weight of 6850 kg. At the cruising altitude
the stagnation temperature, pressure and density of air are -56.5 o C, 0.12 bar and 0.1948 kg/m3. The two
engines use an axial flow compressor and turbine and delivers 11.1 KN of thrust (Karsten Palt, 2001).

An axial flow compressor is to be designed to raise the temperature of the air entering the combustion
chamber. The mass flow rate of air is 33.1 kg/s and the bypass ratio of the turbofan is 3.3. The ambient
temperature, pressure and cruising speed are as mentioned above. The hub to tip ratio of the blades
is 05. For air cp is 1.005 KJ/kg K and the isentropic index is 1.4. The design will involve the following
calculations:

 Choice of rotational speed and annulus dimensions

 Determination of stages, using an assumed efficiency and the overall pressure ratio.

 Calculation of air angles for each stage at the mean radius.

 Determination of the variation of the air angles from root to tip.

The Axial turbine design will be optimise to produce maximum thrust. The working temperature of the
turbine is 993 K (Pratt&Whitney, 1991). The mass flow of the gas entering the turbine is 7.7 kg/s the inlet
pressure and the desired temperature drop is will be determined. For gas cp can be taken as 1.148 Kj/kg K
and the isentropic expansion index as 1.333. The design will involve the following calculations:

 Choice of rotational speed and annulus dimensions such as blade height and mean radius

 Determination of stages, and stage reaction, using an assumed efficiency.

 Calculation of air angles for each stage at the mean radius.

 Determination of the hub-to-tip ratio.

[201112528], [201103088] & [201108956] 3

 1.3 Background Information

The early success of the original Citation led Cessna to develop a larger capacity Citation model in the mid-
1970s (Media, 2015). Cessna announced the stretched Citation in September 1976. The fuselage was
extended by 1.14m to increase maximum seating capacity to 10, while more powerful Pratt & Whitney
Canada JT15D4 engines and greater fuel tankage meant higher cruise speeds and longer range. Increased
baggage capacity and increased span wings were also added (Media, 2015)

Cessna 550 Citation was announced in October 1983, and first flew on February 14 1984. Certification,
including an exemption for single pilot operation was granted on July 1984 (Media, 2015). Cessna 550
were then improved mainly aerodynamic, including a new wing designed using supercritical technology
developed for the Citation III., plus JT15D4B turbofans. The S/II initially replaced the II in production from
1984, but the II returned to the line up from late 1985, and both variants remained in production until the
introduction of the Bravo. (Media, 2015)

Figure 1-1: Cessna 550 Citation (Media, 2015)

In an axial compressor air enters the compressor in an axial direction, parallel to the axis of rotation), and
exits from the gas turbine in an axial direction as well. The compressor compresses the air by first
accelerating it and then, with a use of diffuser, increasing its pressure. The acceleration and diffusion of the
air is made possible by respectively a row of rotating blade called rotor and a row of stationary blades called
stator. This last convert the kinetic energy gained in the rotor to pressure increase. In addition to these rows
of blade a compressor can have inlet and exit guide vanes. Inlet guide vane ensures the flow of air in a
desired angle at inlet as well the control of the amount of air entering the compressor. Similarly outlet guide
vanes are used as diffusers and control the velocity of the air entering the combustion chamber. The

[201112528], [201103088] & [201108956] 4

compressor is often made of several stages (each stage having a row of fixed and rotating blades) to obtain
higher pressure ratios. For aerospace application the pressure ratio per stage can vary from 1.15-1.6 with
an efficiency of 80%-85% per stage.

An axial gas turbine has the same configuration as an axial compressor with the exception that the gas
leaves in the axial direction. The gas turbine is responsible for creating thrust, it achieves this by expanding
hot gases through turbine’s blade creating rotational motion of the turbine output shaft. By expanding in the
turbine, the gas particles breaks and impact on the rotor blade. According to the conservation of angular
momentum principle, when an external torque acts on an object a change of angular momentum will occur
generating torque and therefore power (Boundless., 2015).

1.4 Requirements of the Solution

The proposed design will make use of a single shaft turbofan engine consisting an axial flow compressor
and turbine of which the pressure ratio and number of stages will be optimised to reduce fuel consumption
in the combustion chamber.

Consideration will be taken to reduce the stress on the compressor and turbine blade. For a turbofan
(Cohen, Rogers, & Saravanamuttoo, 1996) ARGUED that for a compressor a tip speed of 350 m/s leads
relatively low stress on the blade and therefore will be used to determine the rotational speed.

The engine should be able to generate a thrust of 11.1 KN at the cruising altitude. A bypass using 70% of
the air entering the engine will be used to produce most of the thrust needed and the remaining 30% of air
will be circulated through the core of the engine to generate the extra thrust through the turbine.

Guide vanes will be used on the compressor and turbine to direct the flow of air and gas to the desired inlet
angle such that to provide a way to control the axial velocity at an acceptable range of 150-200 m/s
according to (Cohen, Rogers, & Saravanamuttoo, 1996).

The design should be light in weight. This can be achieved by minimising the number of stages. (Cohen,
Rogers, & Saravanamuttoo, 1996) discuss that to reduce the number of stages for a given pressure ratio,
high temperature rise in a stage should take place. This can be achieved with high blade speed, high axial
velocity and high fluid deflection of the relative angle.

[201112528], [201103088] & [201108956] 5

Chapter 2 : Design
2.1 Introduction

In this section the assumptions required to fulfil the problem formulation are listed, but some assumptions
will be listed as the project progresses. The design constraints and criteria’s that need to be noted are also
listed in this section. Calculations for the compressor design and turbine design are presented.

2.2 Assumptions

 The compression and expansion process are isentropic and follow the relation PVn = C
 The index n is constant, for compression n=1.4 and for expansion n=1.333.
 The specific heat ratios at constant pressure are taken as constant,
 Cpair=1.005KJ/Kg K and Cpgas=1.15 KJ/Kg K.
 The heat transfer to the surrounding is ignored because the air flows at a high speed.
 There are no pressure drops through the gas turbine
 Kinetic and potential effects are negligible.

2.3 Constraints

 The turbine material can only withstand temperatures up to 993 K.

 The dimensions and weight of the aircraft are fixed and cannot be altered.
 Blade tip speed is limited to 350 m/s for the compressor.
 The cruising speed and altitude are fixed to limit fuel consumption.
 The mass flow rate of fuel in the combustion chamber is fixed at 193 gal/ hr or 526 kg/hr.

2.4 Criteria

The design has to meet certain criteria to be feasible one of the most important is that the turbine should
provide enough power to run the compressor and overcome transmission losses. The airplane may not
exceed designed altitude and speed and recommended capacity. Inlet guide vanes should be placed as
such that the minimum air flow entering the compressor is met at the cruising altitude and speed.

[201112528], [201103088] & [201108956] 6

 2.5 Analysis

Calculations: Compressor Design

Table 2-1: Parameters used for the Compressor Design:

Mass flow rate 33.1122 kg/s

By-pass ratio 3.3
Cruising speed ( ) 746 km/hr  207.22m/s
Ambient Temperature ( ) -56.50  216.5 K
Ambient Pressure ( ) Pascal
Density kg/m3
0.5

Determination of the Rotational speed and annulus dimensions

Equation2-1

Equation 2-2

From Eq.2.2 it is found that ; and

Equation 2-3

From Eq.4.3

The By-pass ratio is used to obtain the mass flow rate in the core

Equation 2-4

But =33.1122

and

From Eq.2.1 and can be found

Hence

Equation 2-5

[201112528], [201103088] & [201108956] 7

Where m/s, from Eq.4.5 is found to be

When , is found to be 357.513 m/s

From velocity triangle in Figure 4-2 where the inlet angle , the relative velocity can be obtained
and used to calculate the relative Mach number to the rotor tip at inlet to the compressor.

Equation 2-6

Speed of sound at the rotor tip inlet is:

Equation 2-7

The Relative Mach number is:

Equation 2-8

Compressor Delivery Pressure

Equation 2-9

Delivery Temperature
 It is assumed that the polytropic efficiency of the compressor is 0.9

Equation 2-10

From Eq.4.10 the delivery temperature is found to be:

Stator Exit
Assuming that at exit to the stator there is no swirl than and the static temperature, pressure and
density can be obtained.

Equation 2-11

[201112528], [201103088] & [201108956] 8

 Equation 2-12

Equation 2-13

The exit annulus area

Equation 2-14

The mean radius of the blade can be found by:

Equation 2-15

Blade height at exit is given by:

Equation 2-16

The radii at exit from the last stator are then:

Table 2-2: Summary of the Rotational speed and the annulus dimensions

Rotational Speed (N) 200 Rev/sec

Rotor tip Speed ( ) 357.513 m/sec
Axial Speed ( ) 207.22 m/sec
Mean Radius ( ) 0.21325 m (Constant)
At entry; Rotor tip ( ) and 0.2845 m
Rotor hub ( ) 0.142 m

At exit; Rotor tip ( ) and 0.2328 m

Rotor hub ( ) 0.1936 m

[201112528], [201103088] & [201108956] 9

Determination of the number of stages
The temperature rise in the compressor is the difference between the stagnation conditions at exit and the
stagnation conditions at entry. This rise is given by:

Equation 2-17

The will be estimated based on the mean blade speed;

We know that throughout the compressor, then the temperature rise can written as:

Equation 2-18

Then from Eq.2.18 can be rewritten as:

From velocity triangle Figure 4-2, the exit angle from the rotor entry can be determined:

Equation 2-19

And the Relative velocity ( is:

Equation 2-20

Haller Correction:

Minimum value of

The corresponding blade outlet angle is given by:

Thus

Using this deflection and neglecting the work done factor for this crude estimate, then from Eq.2.18 the
can be determined:

The number of stages can be determined:

Equation 2-21

[201112528], [201103088] & [201108956] 10

The compressor will require six or seven stages to influence the work done factor, seven stages is most
preferable number of stages for this design. The average temperature rise/stage of 28.925 K.

Calculation of the air angles for each stage at the mean radius
Stage 1 and 2

; Where the Work done factor

We assume that for the first and last stages and for the remaining stages,
because is lower in the first and last stage. Hence:

But since because there are no guide vanes and referring to Figure 4-3, will be zero, and
hence will be equal to . So that remains and is obtained by:

; and is determined by:

The deflection in the rotor blades

Check for the Haller number

At the exit of the first stage

Degree of Reaction

Equation 2-22

[201112528], [201103088] & [201108956] 11

Second Stage

Referring to Figure 4-4 the whirl components can be determined by:

; and

But from ,

Equation 2-23

and

Equation 2-24

Substituting Eq.2.23 into Eq.2.24 are found to be

Now can be found from equations obtained from velocity triangles in Figure 4-4 as:

Equation 2-25

Equation 2-26

Thus and

The whirl components can now be obtained:

Exit of the second stage

Third Stage

Temperature rise =30 K; work done factor =0.88; assuming a 50% reaction

From Eq.4.18

Equation 2-27

Equation 2-28

Substituting Eq.2.27 into Eq.2.28 are found to be

[201112528], [201103088] & [201108956] 12

The whirl components can now be obtained, noting that :

Exit of the third stage

Fourth Stage

Temperature rise =30 K; work done factor =0.83; assuming a 50% reaction

From Eq.4.18

Equation 2-29

Equation 2-30

Substituting Eq.2.27 into Eq.2.28 are found to be

The whirl components can now be obtained, noting that :

Exit of the fourth stage

Fifth Stage

Temperature rise =30 K; work done factor =0.83; assuming a 50% reaction

From Eq.4.18

Equation 2-31

Equation 2-32

[201112528], [201103088] & [201108956] 13

Substituting Eq.2.27 into Eq.2.28 are found to be

The whirl components can now be obtained, noting that :

Exit of the fifth stage

Sixth Stage

Temperature rise =30 K; work done factor =0.83; assuming a 50% reaction

From Eq.4.18

Equation 2-33

Equation 2-34

Substituting Eq.2.27 into Eq.2.28 are found to be

The whirl components can now be obtained, noting that :

Exit of the sixth stage

Seventh Stage

Temperature rise =25 K; work done factor =0.83; assuming a 50% reaction

From Eq.4.18

Equation 2-35

[201112528], [201103088] & [201108956] 14

 Equation 2-36

Substituting Eq.2.27 into Eq.2.28 are found to be

The whirl components can now be obtained, noting that :

Exit of the seventh stage

Table 2-3: Performance Results of the Compressor Stage

Stage 1 2 3 4 5 6 7

Pa) 1.211 1.3368 1.486 1.6337 1.779 1.924 2.068

216.5 241.5 271.5 301.5 331.5 361.5 391.5

1.1039 1.112 1.0994 1.089 1.081 1.0745 1.057

Pa) 1.3368 1.486 1.6337 1.779 1.924 2.068 2.186

241.5 271.5 301.5 331.5 361.5 391.5 421.5

Turbine Design
Table 2-4: Parameters for the Turbine Design

Mass flow rate through turbine( ) 7.7 kg/sec

Insentropic efficiency ( ) 90%

Inlet Temperature ( ) 720
(
1.333

Equation 2-37

Hence

Using the relationship between the compressor and the turbine the temperature rise can be found by:

[201112528], [201103088] & [201108956] 15

 Equation 2-38

Where is the temperature rise in the compressor and the mechanical efficiency is assumed to
90%, , now from Eq.2.38 it is found that . Since
, and the outlet temperature is found to be . Using the isentropic efficiency, the
outlet pressure can be determined from:

Equation 2-39

Equation 2-40

From Eq.2.40 it is found that and from Eq.2.39 where ,

Determining the number of stages

 The pressure ratio in the turbine is found to be 2.71

Equation 2-41

Now using Eq.2.41 and the pressure ratio, the number of stages can be calculated where:

. The number of stages will be estimated to be 2.

Assuming the rotational speed of the turbine is the same as the compressor ( ; a mean
blade speed ( ; and a nozzle loss coefficient ( . Also assuming that
; ; ; and

Equation 2-42

Where the temperature rise ; hence from Eq.2.41 it is found that and from Figure
4-7 and Figure 4-8 the inlet and outlet conditions can be determined.

Equation 2-43

Since , then from Eq.2.42 it is found that , but

Equation 2-44

Hence , this kind of reaction is undesired, now assuming a value for . Using Eq.2.42

and the reaction will be using Eq.2.43. Thus .

Now can be found using :

Equation 2-45

[201112528], [201103088] & [201108956] 16

Using a reaction of 0.484 . Now is found by:

Equation 2-46

Hence , and now

From the velocity triangle diagram Figure 4-8,

Using the enthalpies the temperatures can be obtained.

Since there is no work done in the nozzle then , then . But

, and hence .

To obtain the areas at state 2 and 3, the densities must be obtained first.

; and

Because , then , and the

The annulus area

Throat Area of Nozzle

;

But

Assuming that and ; then

Now ; and

; hence

[201112528], [201103088] & [201108956] 17

Now , and

; hence ; and

To obtain the mean Area of the blade, the mean speed is used:

; hence the mean radius

Using the tip-hub ratio can be obtained by:

Equation 2-47

Where . The tip-ratio’s are now found to be:

The absolute Mach number is also found:

Equation 2-48

So that: ; ;

Table 2-5: Summary results of turbine annulus dimensions

Stage 1 2 3
0.083 0.124 0.185

0.0488 0.0729 0.1088

1.1965 1.503 1.3117

[201112528], [201103088] & [201108956] 18

Chapter 3 : Discussion and Conclusion
3.1 Introduction

In this section the results will be discussed and conclusions will be drawn from the results and
recommendations for further studies and future thesis are listed.

3.2 Discussion of Results: Compressor

The rotational speed is a function of the peripheral speed and the tip radius. This last is in turn dependent on
the mass flow rate, the tip to hub ratio and axial velocity.

The selection of the rotational speed was primarily based on the assumptions that a tip speed around 350
m/s is acceptable for a turbofan engine, knowing that it could go as high as 450 m/s (Cohen, Rogers, &
Saravanamuttoo, 1996). The tip to hub ratio of 0.5 at inlet and last there is no whirl at entry. This means that
the axial component is nothing other than the cruising speed of the airplane which is 207.22 m/s. axial
velocity can vary from 150 m/s to 200 m/s (Cohen, Rogers, & Saravanamuttoo, 1996), giving a margin of
+/-10 m/s the designed axial velocity was within range.

Having made those assumptions, the rotational speed was found to be 11747.81 RPM. Rounding off to
12000 RPM, followed an adjustment of the tip speed to 357.513 m/s.

The dimension of the annulus at entry and exit were calculated given the mass flow rate through the core of
7.7 kg/s. with a hub to tip ratio of 0.5, it was found that at entry the tip radius was 284.5 mm yielding to a
hub ratio of 142 mm and mean radius of 213.25 mm which is constant. At exit the tip ratio was calculated
as 232.8 mm and the hub as 193.6 mm. Last the annulus area was found as 0.05257 m2.

The number of stages is a function of the temperature rise per stage. Given the fact that the pressure ratio
per stage is not constant, it was found suitable to estimate the number of stages based on the temperature
rise in the first stage then find an average temperature rise. The total temperature in the compressor was
found as 202.475 K and 7 stages was found suitable for the compressor. This follows the determination of
the average temperature rise per stage of 28.925 K.

At this stage of the design the air angle variation could be studied for each stage at the mean radius. It
important to note that there are no inlet guide vanes at the inlet of the first stage, therefore the flow angle at
that point is zero. Also because the stages are in sequence, the outlet flow angle for each stage will be the
inlet angle of the next rotor. the pressure ratio for each stage was calculated. Based on the literature multiple
stage compressor allows to reach high pressure ratios and that the pressure ratio for each stage can vary
from 1.15-1.6 (Boyles, 1996).

For the first stage, the inlet flow angle was zero as mentioned before and the outlet flow angle leaving the
rotor was 24.78° while the blade angles at inlet and outlet to the rotor were 52.286° and 39.75°. The blade
deflection given the blade angles was found as 12.54° and the Haller number as 0.795 leading to acceptable
diffusion through the stator. A pressure ratio of 1.112 was calculated.

For the second stage the inlet and outlet flow angles were 5.48° and 34.21°. The blade angles at inlet and
outlet were found as 50.127° and 31.522°. Leading to a blade deflection of 18.6 and a Haller number of
0.752. A pressure ratio of 1.094 was found.

For the third stage a stage reaction of 50% was used. This implied that the inlet flow angle of the rotor is
equal to the outlet blade angle of this last and vice versa. As such, it was found that at inlet the flow angle

[201112528], [201103088] & [201108956] 19

and relative blade angles were respectively 21.27° and 42.1°. The third stage had a pressure ratio of
1.0994.

Stages four, five and six were designed assuming the same degree of reaction and temperature rise and
therefore the angles and pressure ratios were constants throughout these stages. The inlet flow angle and
blade angle were calculated as 17.72° and 44.23°. A pressure ratio of 1.089 was fund four each stages.

Last stage seven with a degree of reaction of 50% but a different temperature rise, the inlet flow angle was
found as 20.5° and the blade angle was 42.6°. The pressure ratio for this stage was found to be 1.057.

Summing up the pressure ratios of each stages yield and overall pressure ratio of 8.7 for the compressor.

3.3 Discussion of Results: Turbine

The main goal in the preliminary stage design of a turbine is to fix the shapes of the velocity triangles, either
by setting the flow angles or by choosing values for the three dimensionless design parameters, ø, ψ, and
R. If we now consider matching the overall (dimensioned) requirements of the turbine to the velocity triangle
parameters.

The rotational speed of the turbine was constrained by the compressor. In other word the RPM of the
compressor is the RPM of the turbine and was found as 12000 RPM and a mean blade speed was
considered as 340 m/s.

The gas angles at the exit of the turbine were established as, outlet flow angle flow and the
relative blade angle and at inlet they were found as Now that
the velocity triangle could be drawn, the annulus dimensions of the turbine could be determined. At the inlet
the annulus area was 0.124 m² and at exit it was found as 0.185 m².

The temperature drop across the turbine was obtained by applying the conservation of energy between the
compressor and the turbine as 196.6 K. With an assumed isentropic of 90% we found the overall pressure
ratio of the turbine as 2.71. Since the pressure ratio is function of the number of stages, this last was thus
calculated, and it was found that the turbine would require two stages. It should be noted that multiple stage
turbine increase the work output

When the stage loading ΔW/U2 > 2, the highest value of the total to static efficiency (ηts) attainable
without rotor relative flow diffusion occurring, is obtained when the stage reaction approaches 0 (R = 0).
Knowing the mean peripheral speed, the stage loading could be calculated as 3.91. The calculated stage
reaction was 0.484, this is close to 50% and would yield to approximately the same flow angle from inlet to
outlet and a high total to static efficiency.

3.4 Conclusion

The aim of this design was to select an acceptable rotational speed and calculate the annulus dimensions;
determine the number of stages; for each stage calculate the air angles at the mean radius for both the
compressor and turbine of a CESSNA 550 Citation. It was concluded that the rotational speed the
compressor was 12000 RPM and therefore the same for the turbine. After investigations of the number of
stages, it was found that for the compressor on one hand seven stages would yield to a pressure ratio of
8.7 which is common for aircraft according to (Boyce, 1996). For the turbine on the other hand two stages
in the turbine. The angle variations throughout the stages were calculate and it was found that for the first
stage of the compressor, the inlet flow angle was zero and the inlet blade angle was 52,286° while the exit

[201112528], [201103088] & [201108956] 20

flow angle and relative blade angles on the last compression stage were 20.5° and 42.6°. For the turbine the
two stages had a degree of reaction close to 50% and the inlet flow angle and blade angle for both stages
were consequently the same and were 30° and 61.3°.

3.5 Recommendations

The following recommendations can be considered for future research on compressor and turbine design.
1. Further study can be conducted to optimize the compressor and turbine stage performance by
increase the rotor speed but also trying to reduce the stresses induced in the process.

2. More research can be conducted on the effect of the wind-drag on the air plane’s wings and the
design conditions considering the wind vortex.

3. Many studies conducted cannot guarantee that the effectiveness of their methods would work for
other studies. More studies are necessary to enrich the data on the compressor and turbine design.

[201112528], [201103088] & [201108956] 21

Chapter 4 : Appendices
4.1 Introduction
In this section all sketches, graphs, drawings used throughout this paper are presented.

4.2 Sketches, Graphs and/or Drawings

Figure 4-1: Compressor Stage and T-s diagram

[201112528], [201103088] & [201108956] 22

 Figure 4-2: Velocity Triangle for one stage

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 Figure 4-3: First Stage

Figure 4-4: Second stage

[201112528], [201103088] & [201108956] 24

 Figure 4-5: Velocity Diagrams First Stage

Figure 4-6: Axial Flow Turbine Stage

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 Figure 4-7: Velocity Diagrams for the Turbine Stage

Figure 4-8: Velocity Diagram

[201112528], [201103088] & [201108956] 26

 Table 4-1: U.S Standard Atmosphere Air Properties in SI Units

Geopotential Dynamic
Temperature Acceleration of Absolute Pressure Density
Altitude above Viscosity
-t -(oC) Gravity-g -(m/s2) -p -(104 N/m2) -ρ -(10-1 kg/m3)
Sea Level-h -(m) -μ -(10-5 N.s/m2)

-1000 21.50 9.810 11.39 13.47 1.821

0 15.00 9.807 10.13 12.25 1.789

1000 8.50 9.804 8.988 11.12 1.758

2000 2.00 9.801 7.950 10.07 1.726

3000 -4.49 9.797 7.012 9.093 1.694

4000 -10.98 9.794 6.166 8.194 1.661

5000 -17.47 9.791 5.405 7.364 1.628

6000 -23.96 9.788 4.722 6.601 1.595

7000 -30.45 9.785 4.111 5.900 1.561

8000 -36.94 9.782 3.565 5.258 1.527

9000 -43.42 9.779 3.080 4.671 1.493

10000 -49.90 9.776 2.650 4.135 1.458

15000 -56.50 9.761 1.211 1.948 1.422

20000 -56.50 9.745 0.5529 0.8891 1.422

25000 -51.60 9.730 0.2549 0.4008 1.448

30000 -46.64 9.715 0.1197 0.1841 1.475

40000 -22.80 9.684 0.0287 0.03996 1.601

50000 -25 9.654 0.007978 0.01027 1.704

60000 -26.13 9.624 0.002196 0.003097 1.584

70000 -53.57 9.594 0.00052 0.0008283 1.438

80000 -74.51 9.564 0.00011 0.0001846 1.321

[201112528], [201103088] & [201108956] 27

References
1. Boundless. (2015, July 21). “Conservation of Angular Momentum.” Boundless Physics. Retrieved
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textbook/rotational-kinematics-angular-momentum-and-energy-9/conse

2. Boyce, M. P. (1996). Axial flow compressors. Houston, TC: Prentice Hall.

3. Cohen, H., Rogers, G., & Saravanamuttoo, H. (1996). Gas turbien theory. HArlow: Longman Group.

4. Karsten Palt, L. (2001, jan 1). Cessna 550 Citation II. Retrieved from http://www.flugzeuginfo.net/:
http://www.flugzeuginfo.net/acdata_php/acdata_cit550_en.php

5. Media, D. (2015, April 17). The Cessna Citation II & Bravo. Retrieved from http://www.airliners.net/:
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[201112528], [201103088] & [201108956] 28