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INTRODUCTION
Efforts to design a working gas turbine engine had been under way for years prior to World War II. Engineers even-
tually succeeded in placing a few engines in combat aircraft briefly during the closing stages of the war. The war
effort had brought about many advances in gas turbine technology which could now be used for commercial air -
craft design. Turbine engines offered many advantages over reciprocating engines and airlines were interested.
Increased reliability, longer mean times between overhaul, higher airspeeds, ease of operation at high altitudes,
and a high power to engine weight ratio made turbine power very desirable. Aircraft such as Lockheed's Super
Constellation represented the practical limits of piston power technology and required frequent engine mainte-
nance; therefore, air carriers turned to gas turbine engines for solutions. During the decade of the 50's, a gradual
transfer from piston power to gas turbine jets and turboprops started taking place. Old workhorses such as the
Douglas DC-3 and DC-7 gave way to the Boeing 707 and Douglas DC-8.
DESIGN AND CONSTRUCTION
Newton's third law of motion states that for every
action, there is an equal and opposite reaction. Jet
propulsion applies this law by taking in a quantity
of air and accelerating it through an orifice or noz-
zle. The acceleration of the air is the action and for-
ward movement is the reaction. In nature, a squid
propels itself through the water using a form of jet
propulsion. A squid takes sea water into its body
and uses its muscles to add energy to the water, then
expels the water in the form of a jet. This action pro-
duces a reaction that propels the squid forward.
[Figure 3-1]
ROCKET
A rocket is a nonairbreathing engine that carries its
own fuel as well as the oxygen needed for the fuel
to burn. There are two types of rockets in use: solid- Figure 3-7. As a ramjet moves forward, air enters the intake
propellant rockets and liquid-propellant rockets. and proceeds to a combustion chamber where fuel is
Solid-propellant rockets use a solid fuel that is added. Once ignited, the heat from the burning fuel accel-
mixed with an oxidizer and formed into a specific erates the flow of air through a venturi to produce thrust.
shape that promotes an optimum burning rate. Once
ignited, the fuel produces an extremely high veloc- no moving parts. However, since a ramjet has no rotat-
ity discharge of gas through a nozzle at the rear of ing compressor to draw air into the engine, a ramjet
the rocket body. The reaction to the rapid discharge must be moving forward at a high velocity before it
is forward motion of the rocket body. Solid fuel can produce thrust. Once air enters the engine, fuel is
rockets are used primarily to propel some military injected and ignited to provide the heat needed to
weapons and, at times, provide additional thrust for accelerate the air and produce thrust. Because ramjets
takeoff of heavily loaded aircraft. These booster must be moving forward to produce thrust, they are
rockets attach to an aircraft structure and provide limited in their use. At present, ramjets are used in
the additional thrust needed for special-condition some military weapons delivery systems where the
takeoffs. [Figure 3-6] vehicle is accelerated to a high initial velocity so the
ramjet can take over for sustained flight. [Figure 3-7]
The second type of rocket is the liquid-fuel rocket,
which uses fuel and an oxidizing agent such as liq-
uid oxygen. The two liquids are carried in tanks PULSEJET
aboard the rocket. When the liquids are mixed, the Pulsejet engines are similar to ramjets except that
reaction is so violent that a tremendous amount of the air intake duct is equipped with a series of shut-
heat is generated. The resulting high velocity gas jet ter valves that are spring loaded to the open posti-
behind the rocket provides enough thrust to propel tion. Air drawn through the open valves enters a
an object. combustion chamber where it is heated by burning
fuel. As the air within the combustion chamber
RAMJET expands, the air pressure increases to the point that
the shutter valves are forced closed. Once closed,
A ramjet engine is an athodyd, or aero-thermody- the expanding air within the chamber is forced rear-
namic-duct. Ramjets are air-breathing engines with ward to produce thrust. A pulsejet is typically con-
sidered more useful than a ramjet because pulsejets
will produce thrust prior to being accelerated to a
high forward speed. [Figure 3-8]
TURBOPROP ENGINES
A gas turbine engine that delivers power to a pro-
peller is referred to as a turboprop engine.
Turboprop engines are similar in design to turbojet
engines except that the power produced by a turbo-
prop engine is delivered to a reduction gear system
that spins a propeller. Reduction gearing is neces-
sary in turboprop engines because optimum pro-
peller performance is achieved at much slower
speeds than the engine's operating rpm. Turboprop
engines are used extensively in business and com-
muter type aircraft because the combination of jet
power and propeller efficiency provides good per-
formance characteristics at speeds between 300 and
Figure 3-8. (A) 10 In the pulsejet engine, air is drawn into 400 miles per hour. In addition, most turboprop
the combustion chamber and mixed with fuel when the engines provide the best specific fuel consumption
shutter valves open. (B) 10 As the fuel burns, the air
pressure within the chamber increases and forces the
of any gas turbine engine. [Figure 3-9]
shutter valves to close. Once closed, the expanding air
within the engine accelerates rearward through the TURBOSHAFT ENGINES
exhaust nozzle to produce thrust.
A gas turbine engine that delivers power to a shaft
TURBOJET ENGINES that can drive something else is referred to as a tur-
boshaft engine. The biggest difference between a
The basic operating principles of a turbojet engine turbojet and turboshaft engine is that on a turboshaft
are relatively straight forward; air enters through an engine, most of the energy produced by the expand-
inlet duct and proceeds to the compressor where it ing gases is used to drive a turbine rather than pro-
is compressed. Once compressed, the air flows to duce thrust. Many helicopters use a turboshaft type
the combuster section where fuel is added and of gas turbine engine. In addition, turboshaft
ignited. The heat generated by the burning fuel engines are widely used as auxiliary power units
causes the compressed air to expand and flow and in industrial applications to drive electrical
toward the rear of the engine. As the air moves rear- generators and surface transportation systems.
ward, it passes through a set of turbine wheels that Output of a turboprop or turboshaft engine is mea-
are attached to the same shaft as the compressor sured by shaft horsepower rather than thrust.
blades. The expanding air spins the turbines which,
in turn, drives the compressor. Once past the tur-
TURBOFAN ENGINES
bines, the air proceeds to exit the engine at a much
higher velocity than the incoming air. It is this dif- A turbofan engine consists of a multi-bladed ducted
ference in velocity between the entering and exiting propeller driven by a gas turbine engine. Turbofans
air that produces thrust. were developed to provide a compromise between
When discussing a turbojet engine you must be
familiar with the term engine pressure ratio, or
EPR. An engine's EPR is the ratio of the turbine dis-
charge pressure to the engine inlet air pressure. EPR
gauge readings are an indication of the amount of
thrust being produced for a given power lever set-
ting. Total pressure pickups, or EPR probes, mea-
sure the air pressure at two points in the engine; one
EPR probe is located at the compressor inlet and a
second EPR probe is located just aft of the last stage
turbine in the exhaust section. EPR readings are Figure 3-9. Turboprop powerplants have become a popular
often used as verification of power settings for take- choice on corporate twin-engine aircraft.
3-6 Turbine
Engines
Figure 3-10. (A) 12 A forward-fan turbofan engine uses a relatively large diameter ducted fan that produces thrust and provides
intake air to the compressor. (B) 12 An aft-fan turbofan engine has a fan mounted on the aft turbine. This arrangement is
rarely used, since an aft fan cannot contribute to air compression at the inlet.
the best features of the turbojet and the turboprop. One stream passes through the engine core while a
Turbofan engines have turbojet-type cruise speed second stream coaxially bypasses the engine core. It
capability, yet retain some of the short-field takeoff is this bypass stream of air that is responsible for the
capability of a turboprop. Nearly all present day air- term bypass engine. When discussing bypass
liners are powered by turbofan engines for the rea- engines there are three terms you must be familiar
sons just mentioned as well as the fact that turbo- with; they are thrust ratio, bypass ratio, and fan
fans are very fuel efficient. pressure ratio. A turbofan engine's thrust ratio is a
comparison of the thrust produced by the fan to the
A turbofan engine may have the fan mounted to thrust produced by the engine core exhaust. On the
either the front or back of the engine. Engines that other hand, a turbofan's bypass ratio refers to the
have the fan mounted in front of the compressor are ratio of incoming air that bypasses the core to the
called forward-fan engines, while turbofan engines amount of air that passes through the engine core.
that have the fan mounted to the turbine section are Turbofans in civil aircraft are generally divided into
called aft-fan engines. [Figure 3-10] three classifications based on bypass ratio:
ENGINE-MOUNTED INLETS
Several large commercial aircraft and large military
aircraft use wing mounted engines. In a few cases,
such as the DC-10 and L-1011, a combination of
Figure 3-15. To ensure the operating efficiency of an inlet wing mounted and vertical stabilizer mounted
duct, periodic inspection for foreign object damage and cor- engines are used. In both cases, the air inlet duct is
rosion is required. located directly in front of the compressor and is
mounted to the engine. Integral mounting of the
pressure above atmospheric pressure. This ram inlet with an engine reduces air inlet length which
effect results from forward movement which causes helps to increase inlet efficiency. [Figure 3-16]
air to "pile up" in the inlet. The faster the aircraft
In addition to the wing and vertical stabilizer
flys, the more air piles up, and the higher the inlet
mounted engines, some commercial aircraft and the
air pressure rises above ambient.
majority of small business jets are fitted with aft
fuselage mounted engines. The air inlet ducts on
Another function of the air inlet is to provide a uni- engines mounted in this fashion are identical to air
form supply of air to the compressor so the com- inlet ducts on wing mounted engines in that the
pressor can operate efficiently. Furthermore, the duct is relatively short and is mounted directly to
inlet duct must cause as little drag as possible. It the engine. [Figure 3-17]
takes only a small obstruction to the airflow inside
a duct to cause a severe loss of efficiency. If an inlet
duct is to deliver its full volume of air with a mini-
mum of turbulence, it must be maintained as close
to its original condition as possible. Therefore, any
repairs to an inlet duct must retain the duct's
smooth aerodynamic shape. To help prevent dam-
age or corrosion to an inlet duct, an inlet cover
should be installed any time the engine is not oper-
ating. [Figure 3-15]
WING-MOUNTED INLETS
Some aircraft with engines mounted inside the wings feature air inlet ducts in the wing's leading edge. Aircraft such
as the Aerospatiale Caravelle, de Havilland Comet, and de Havilland Vampire all utilize wing-mounted inlets.
Typically, wing-mounted inlets are positioned near the wing root area. [Figure 3-18]
FUSELAGE-MOUNTED INLETS
Engines mounted inside a fuselage typically use air inlet ducts located near the front of the fuselage. For example,
many early military aircraft were designed with an air inlet duct in the nose of the fuselage. In addition, some
modern supersonic military aircraft have inlet ducts located just under the aircraft nose. Although using an air
inlet of this type allows the aircraft manufacturer to build a more aerodynamic aircraft, the increased length of the
inlet does introduce some inefficiencies. [Figure 3-19]
Some military aircraft use air inlet ducts mounted on the sides of the fuselage. This arrangement works well for
both single and twin engine aircraft. By mounting an intake on each side of an aircraft, the duct length can be
shortened without adding a significant amount of drag to the aircraft. However, a
Figure 3-19. The single-enframe miei: uuu takes full advantage of ram effect much like engine-mounted air inlets. Although the
aircraft is aerodynamicaliy clean, the length of the duct makes it slightly less efficient than engine-mounted types.
Figure 3-20. The divided-entrance duct with side-mounted intakes has a shorter length, providing improved inlet efficiency.
disadvantage to this arrangement is that some sudden flight maneuvers can cause an imbalance in ram air pressure
between the two intakes. The air pressure imbalance felt on the compressor face results in a slight loss of power.
[Figure 3-20]
SUBSONIC INLETS
A typical subsonic air inlet consists of a fixed geometry duct whose diameter progressively increases from front to
back. This divergent shape works like a venturi in that as the intake air spreads out, the velocity of the air
decreases and the pressure increases. This added pressure contributes significantly to engine efficiency once the
aircraft reaches its design cruising speed. At this speed, the compressor reaches its optimum aerodynamic
efficiency and produces the most compression for the best fuel economy. It is at this design cruise speed that the
inlet, compressor, combustor, turbine, and exhaust duct are designed to match each other as a unit. If any section
mismatches any other because of damage, contamination, or ambient conditions, engine performance suffers. For
additional information on subsonic air inlets, refer to the discussion on turbine engine induction systems in Section
B of Chapter 5.
SUPERSONIC INLETS
On supersonic aircraft a typical air inlet duct has either a fixed or variable geometry whose diameter
progressively decreases, then increases from front to back. This convergent-divergent shape is used to slow the
incoming airflow to subsonic speed before it reaches the compressor.
In addition to the convergent-divergent shape, many supersonic inlets employ a movable plug or throat that
changes the duct's geometry. The variable geometry is necessary so the duct can be adjusted as needed to
accomodate a wide range of flight speeds. For additional information on super-
Turbine 3-11
Engines
sonic air inlets, refer to the discussion on turbine
engine induction systems in Section B of Chapter 5.
BELLMOUTH INLETS
Bellmouth inlets have a convergent profile that is
designed specifically for obtaining very high aero-
dynamic efficiency when stationary or in slow
flight. Therefore, bellmouth inlets are typically used
on helicopters, some slow moving aircraft, and on
engines being run in ground test stands. A typical
bellmouth inlet is short in length and has rounded
shoulders offering very little air resistance.
However, because their shape produces a great deal
of drag in forward flight, bellmouth inlets are typi-
cally not used on high speed aircraft. Since a bell-
mouth duct is so efficient when stationary, engine
manufacturers typically collect engine performance
data from engines fitted with a bellmouth inlet.
Figure 3-25. A single-stage centrifugal compressor consists Figure 3-27. A single-stage, dual-sided impeller enables a
of an impeller, a diffuser, and a compressor manifold. small diameter engine to produce a high mass airflow.
3-74 Turbine
Engines
One drawback of the double-sided impeller is that
the ducting required to get the intake air from one
side of the impeller to the other is complicated. For
example, included in the ducting for double-entry
compressor engines is a plenum chamber. This
chamber is necessary because the air must enter the
engine at almost right angles to the engine axis.
Therefore, in order to give a positive flow, the air
must surround the engine compressor at a positive
pressure before entering the compressor. In addition
to the plenum chamber, some double-entry com-
pressors utilize auxiliary air-intake doors (blow-in
doors). These blow-in doors admit air into the
engine compartment during ground operation when
air requirements for the engine exceed that of the
incoming airflow. The doors are held closed by Figure 3-28. The turning vanes in a compressor mani-
spring action when the engine is not operating. fold help direct the compressor outlet air to the com-
During operation, however, the doors open when- bustion section.(角度要90度)
ever engine compartment pressure drops below
atmospheric pressure. During takeoff and flight, ram casing prevents airflow separation and provides a
air pressure in the engine compartment aids the high transfer of energy into the airflow. Although
springs in holding the doors closed. most centrifugal compressors are limited to two
stages, the high pressure rise per stage allows mod-
Once through the impeller, the air is expelled into a ern centrifugal compressors to obtain compressor
divergent duct called a diffuser, where it loses pressure ratios of 15:1.
velocity and increases in pressure. The diffuser acts
as a divergent duct where the air spreads out, slows A typical centrifugal compressor has a few disad-
down, and increases in static pressure. vantages that make it unsuitable for use in some
engines. For example, the large frontal area required
The compressor manifold distributes the air in a for a given airflow increases aerodynamic drag.
smooth flow to the combustion section. The mani- Also, practical limits on the number of stages
fold has one outlet port for each combustion cham- restrict its usefulness when designing larger and
ber so that the air is evenly divided. A compressor more powerful engines.
outlet elbow is bolted to each of the outlet ports.
The elbows act as air ducts and are often referred to AXIAL FLOW COMPRESSORS
as outlet ducts, outlet elbows, or combustion cham-
ber inlet ducts. These outlet ducts change the radial An axial flow compressor has two main elements, a
direction of the airflow to an axial direction. To help rotor and a stator. The rotor consists of rows of
the elbows perform this function in an efficient blades fixed on a rotating spindle. The angle and
manner, turning vanes or cascade vanes are some- airfoil contour of the blades forces air rearward in
times fitted inside the elbows. These vanes reduce the same manner as a propeller. The stator vanes, on
air pressure losses by presenting a smooth, turning the other hand, are arranged in fixed rows between
surface. [Figure 3-28] the rows of rotor blades and act as diffusers at each
stage, decreasing air velocity and raising pressure.
Each consecutive row of rotor blades and stator
Centrifugal flow compressors offer several advan- vanes constitutes a pressure stage. The number of
tages including simplicity of manufacture, rela- stages is determined by the amount of air and total
tively low cost, low weight, low starting power pressure rise required.(定子 導正氣流 減少速度
requirements, and operating efficiency over a wide 增加壓力減少窩旋)
range of rotational speeds. In addition, a centrifugal
flow compressor's short length and spoke-like
design allow it to accelerate air rapidly and imme- Unlike a centrifugal compressor, which is capable of
diately deliver it to the diffuser in a short distance. compressor pressure ratios of 15:1, a single stage in
Tip speeds of centrifugal compressors may reach an axial flow compressor is capable of producing a
Mach 1.3, but the pressure within the compressor compressor pressure ratio of only 1.25:1. Therefore,
high compressor pressure ratios are obtained by
adding more compressor stages.
Turbine 3-15
Engines
removal of one of the halves for inspection or main-
tenance of both rotor blades and stator vanes. The
compressor case also provides a means of extracting
bleed air for ancillary functions.
Some disadvantages of axial flow compressors are
relatively high weight and high starting power
requirements. Also, the low pressure rise per stage of
1.25:1 requires many stages to achieve high compres-
sor pressure ratios. Furthermore, axial flow compres-
sors are expensive and difficult to manufacture.( 壓
力需要一及一及往上推所以很大很貴很難製造)
Figure 3-29. In an axial compressor, airflow velocity is main-
tained nearly constant while air pressure increases as the In spite of the disadvantages just mentioned, axial
airflow proceeds through each stage of compression. flow compressors outperform centrifugal flow com-
pressors in several areas. High ram efficiency is
The task of an axial compressor is to raise air pres- obtained because of their straight-through design,
sure rather than air velocity. Therefore, each com- which takes full advantage of any ram effect.
pressor stage raises the pressure of the incoming air Another advantage of axial flow compressors is
while the air's velocity is alternately increased then their ability to obtain higher compressor pressure
decreased as airflow proceeds through the compres- ratios by adding additional stages. In addition, the
sor. The rotor blades slightly accelerate the airflow, small frontal area of an axial flow compressor helps
then the stator vanes diffuse the air, slowing it and to reduce aerodynamic drag.
increasing the pressure. The overall result is
increased air pressure and relatively constant air Compressor Rotor Blades
velocity from compressor inlet to outlet. [Figure 3-29] The rotor blades used in an axial flow compressor
As air passes from the front of an axial flow com have an airfoil cross-section with a varying angle of
pressor to the rear, the space between the rotor shaft incidence, or twist. This twist compensates for the
and the stator casing gradually decreases. This blade velocity variation caused by its radius. In
shape is necessary to maintain a constant air veloc other words, the further from the axis of rotation a
ity as air density increases with each stage of com blade section is, the faster it travels. [Figure 3-31]
pression. To accomplish the convergent shape, each
stage of blades and vanes is smaller than the one
preceding it.[Figure3-30]
Some blades are cut off square at the tip and are
referred to as flat machine tips. Other blades have a
reduced thickness at the tips and are called profile
tips. All rotating machinery has a tendency to
vibrate, and profiling a compressor blade increases
Figure 3-33. End bend refers to the increased blade camber
its natural vibration frequency. By increasing the
on some compressor blades. The increased camber helps
blade's natural frequency above the frequency of prevent airflow stagnation near the blade tips.
rotation, a blades's vibration tendency is reduced. In
Turbine 3-17
Engines
Compressor Stator Vanes
Stator vanes are the stationary blades located
between each row of rotating blades in an axial flow
compressor. As discussed earlier, the stator vanes
act as diffusers for the air coming off the rotor,
decreasing its velocity and raising its pressure. In
addition, the stators help prevent swirling and
direct the flow of air coming off each stage to the
next stage at the appropriate angle. Like rotor
blades, stator vanes have an airfoil shape. In addi-
tion, the angle of attack of stator vanes can be fixed
or variable. Stator vanes are normally constructed
out of steel or nickel because those metals have high
fatigue strength. However, titanium may also be
used for stator vanes in the low pressure and tem-
perature stages.
The set of stator vanes immediately in front of the first the airflow and eliminate any swirling motion or tur-
stage rotor blades are called inlet guide vanes. These bulence. The straightened airflow then proceeds to the
vanes direct the airflow into the first stage rotor diffuser to prepare the air mass for combustion.
blades at the best angle while imparting a swirling
motion in the direction of engine rotation. This action MULTIPLE-SPOOL COMPRESSORS
improves the aerodynamics of the compressor by In a basic axial flow compressor, the compressor and
reducing the drag on the first stage rotor blades. Some turbine are connected by a single shaft and rotate as a
axial compressors with high compressor pressure single unit. Since there is only one compressor unit,
ratios utilize variable inlet guide vanes plus several the compressor is commonly referred to as a single-
stages of variable stator vanes. These variable inlet spool compressor. While single-spool compressors
guide vanes and stators automatically reposition are relatively simple and inexpensive to manufacture,
themselves to maintain proper airflow through the they do have a few drawbacks. For example, in a long
engine under varying operating conditions. axial compressor the rear stages operate at a fraction
of their capacity, while the forward stages are typi-
The last set of vanes the compressor air passes through cally overloaded. Furthermore, the large mass of a
is the outlet vane assembly. These vanes straighten single-spool compressor does not respond quickly to
abrupt control input changes. [Figure 3-35]
Figure 3-35. In a single-spool compressor, there is only one compressor unit that is connected by a shaft to the turbine section.
Rear stages operate at a fraction of capacity while FWD stage overload…..Not respond quickly to abrupt control input change
3-18 Turbine
Engines
Figure 3-36. In a dual-spool axial flow engine, the low pressure compressor is driven by the low pressure turbine while the high
pressure turbine drives the high pressure compressor. Splitting the compressor creates two rotating groups, each with consider-
ably less mass than a single-spool compressor. The smaller mass allows the compressors to respond more quickly to power lever
inputs and perform better at high altitudes. In addition, a smaller starter can be used since it turns less mass.(small mass allow
compressor to respond quickly and easy to turn for starting)N2 speed is held relatively constant by FCU Governor飛縱控制 N2
speed up or slow down by ALT高度 and FLT飛行 maneuvering
Engine designers devised a way to overcome the pressure fluctuations or flight maneuvering. For
limitations of single-spool compressors by splitting example, low pressure compressors speed up as the
the compressor into two or three sections. Each sec aircraft gains altitude, since the atmosphere is less
tion is connected to a portion of the turbine section dense and more rotational speed is needed to force
by shafts that run coaxially, one within the other. the required amount of air through the engine.
For example, split-compressor engines with two Conversely, as the aircraft descends, the air becomes
compressor sections are identified as dual-spool or more dense and easier to compress so the low pres-
twin-spool compressors. The front section of a dual- sure compressor slows down. This way, the low
spool compressor is called the low pressure, low pressure compressor supplies the high pressure
speed, or N1 compressor. This low pressure com compressor with a fairly constant air pressure and
pressor is typically driven by a two-stage turbine at mass airflow for each power setting.
the rear of the turbine section. The second compres
sor section of a twin-spool compressor is called the On many turbofan engines, the compressor section
high pressure, high speed, or N2 compressor and is is divided into three sections and is referred to as a
typically driven by a single stage high-pressure tur triple-spool compressor. In this arrangement the fan
bine at the front of the turbine section. The shaft is referred to as the low speed, or N1 compressor.
connecting the low pressure compressor and tur The compressor next in line is called the intermedi-
bine typically rotates inside the shaft connecting the ate, or N2 compressor, and the innermost compres-
high pressure compressor and turbine. On some tur- sor is the high pressure, or N3 compressor. The low
bofan engines, the forward fan is attached to the low speed compressor is typically driven by a multiple
pressure compressor, and they both turn at the same stage low pressure turbine, while the intermediate
speed. [Figure 3-36] and high pressure compressors are driven by single
stage turbines. [Figure 3-37]
Since the spools are not physically connected to one
another, each is free to seek its own best operating
speed. However, for any given power lever setting, COMPRESSOR STALL
the high pressure compressor speed is held rela- As discussed earlier, compressor blades are actually
tively constant by the fuel control governor. With a small airfoils and therefore, are subject to the same
constant energy level at the turbine, the low pres- aerodynamic principles that apply to aircraft wings.
sure compressor speeds up or slows down with Like a wing, a compressor blade has an angle of
changes in the inlet air flow caused by atmospheric attack, which is the acute angle between the chord
Turbine 3-19
Engines
Figure 3-37. The triple-spool compressors used on many turbofan engines allow each compressor section to reach its
optimum speed for varying power requirements and flight conditions.(compressor stall 原因 turbulence air in inlet abrupt
FLT maneuver abnormal acceltin加速 or decell檢速 direction or damage on comp .turbine blade or vane)此時會有
pulsating or fluttering sound Fluction RPM EGT raise
Air velocity and compressor rotational velocity combine vector which define the AOA(angel of attack)
of the blade and the relative wind. The angle of way this can be done is through the use of variable
attack of a compressor blade is the result of inlet air inlet guide vanes( 可 變 進 氣 導 片 ) and variable
velocity and the compressor's rotational velocity. stator vanes which direct the incoming air into the
These two forces combine to form a vector, which rotor blades at an appropriate angle. For example,
defines the airfoil's actual angle of attack to the as a compressor's rotational speed decreases, the
approaching inlet air. As with an aircraft wing, a stator vanes are progressively closed to maintain
compressor blade's angle of attack can be changed. the appropriate airflow angle to the proceeding
rotor blades. The position of the stator vanes is
A compressor stall can be described as an imbal- controlled automatically by the fuel control unit.
ance between the two vector quantities, inlet veloc- To do this, the fuel control unit monitors
ity, and compressor rotational speed. Compressor compressor inlet temperature and engine speed.
stalls occur when the compressor blades' angle of
attack exceeds the critical angle of attack. At this Another way the angle of attack can be changed is
point, smooth airflow is interrupted and turbulence by bleeding off some of the air pressure within the
is created with pressure fluctuations. Compressor compressor. To do this, some engines incorporate
stalls cause air flowing in the compressor to slow automatic air-bleed valves which operate during
down and stagnate, sometimes reversing direction. low rpm conditions or during engine startup. The
A compressor stall can usually be heard as a pulsat- automatic valves open to relieve pressure caused by
ing or fluttering sound in its mildest form to a loud air piling up at the compressor's high pressure end.
explosion in its most developed state. Quite often This regulation of air pressure helps prevent the
the cockpit gauges will not show a mild or transient compressor from stalling and allows for easier
stall but will indicate a developed stall. Typical engine starting.
instrument indications include fluctuations in rpm
and an increase in exhaust gas temperature. Most Compressor stalls typically occur when the engine
transient stalls are not harmful to the engine and inlet air becomes turbulent or disrupted when an
often correct themselves after one or two pulsations. aircraft flys in severe turbulence or performs abrupt
However, severe stalls, or hung stalls, can signifi- flight maneuvers. Another cause is excessive fuel
cantly impair engine performance, cause loss of flow produced by a sudden engine acceleration,
power, and can damage the engine. accompanied by incompatible engine rpm and air-
flow combinations. In addition, contamination or
The only way to overcome a stalled condition is to damage to compressor blades, stator vanes, or tur-
reduce the angle of attack on the rotor blades. One bine components can also cause a compressor stall.
3-20 Turbine
Engines
COMBINATION COMPRESSORS final or highest pressure stage often requires cool-
Hybrid axial flow-centrifugal flow compressors ing, since compression can heat the air to tempera-
were developed to combine the best features of cen- tures in excess of 650 degrees Fahrenheit.
trifugal and axial compressors and eliminate some
Bleeding air from the compressor does cause a small
of their disadvantages. This design is currently
but noticeable drop in engine power. Sometimes
being used in some smaller engines installed on
power loss can be detected by observing the engine
business jets and helicopters. [Figure 3-38]
pressure ratio (EPR) indicator. For example, select-
ing the engine inlet anti-ice function causes a drop
COMPRESSOR AIR BLEEDS in EPR and engine rpm if the engine power lever is
left in a fixed position. Exhaust gas temperature
In addition to supplying air for combustion, the (EGT) readings may shift noticeably as well.
compressor supplies high pressure, high tempera-
ture air for various secondary functions such as
cabin pressurization, heating, and cooling. Also, DIFFUSER
compressor air is used for deicing, anti-icing, and As air leaves an axial flow compressor and moves
for pneumatic engine starting. This air is referred to toward the combustion section, it is traveling at
as bleed air, or customer bleed air and is tapped speeds up to 500 feet per second. This is far too fast
from the compressor through bleed ports at various to support combustion, therefore the air velocity
stages. A bleed port is a small opening adjacent to must be slowed significantly before it enters the
the compressor stage selected for bleed air supply. combustion section. The divergent shape of a dif-
The choice of which compressor stage to bleed air fuser slows compressor discharge while, at the same
from depends on the air pressure or temperature time, increasing air pressure to its highest value in
required for a particular function. Air bled from the the engine. The diffuser is usually a separate section
Figure 3-38. The Garrett TFE731 engine has a two-stage compressor that uses an axial flow compressor for the low pressure stage
and a single stage centrifugal compressor for the high pressure stage.
Turbine 3-21
Engines
A typical ignition source for gas turbine engines is
the high-energy capacitor discharge system, con-
sisting of an exciter unit, two high-tension cables,
and two spark igniters. This ignition system pro-
duces 60 to 100 sparks per minute, resulting in a
ball of fire at the igniter electrodes. Some of these
systems produce enough energy to shoot sparks sev-
eral inches, so care must be taken to avoid a lethal
shock during maintenance tests.
ANNULAR TYPE
Today, annular combustors are commonly used in
both small and large engines. The reason for this is
that, from a standpoint of thermal efficiency,
weight, and physical size, the annular combustor is
the most efficient. An annular combustion chamber
consists of a housing and perforated inner liner, or
basket. The liner is a single unit that encircles the
outside of the turbine shaft housing. The shroud can Figure 3-42. An annular combustor has the highest effi-
be shaped to contain one or more concentric bas- ciency for its weight of any combustor design. However,
kets. An annular combustor with two baskets is the engine must be disassembled to repair or replace an
known as a double-annular combustion chamber. annular combustor. Also, the shallow curvature makes this
Normally, the ignition source consists of two spark combustor more susceptible to warping.
3-24 Turbine
Engines
Figure 3-43. A reverse-flow combustor is light and compact.
The turbine wheels actually lie within the combustor, rather
than behind it.
CAN-ANNULAR TYPE
Can-annular combustion sections represent a com-
bination of the multiple-can combustor and the
annular type combustor. The can-annular combus- Figure 3-44. A can-annular combustor contains individual
tor was invented by Pratt & Whitney and consists of burner cans in an annular liner. The short burner cans com-
a removable steel shroud that encircles the entire bine the compact efficiency of the annular type combustor
combustion section. Inside the shroud, or casing, with the ease of the multiple-can combustor maintenance.
are multiple burner cans assembled radially around
the engine axis with bullet-shaped perforated liners. ease of overhaul and testing of the multiple-can
A fuel nozzle cluster is attached to the forward end arrangement with the compactness of the annular
of each burner can and pre-swirl vanes are placed combustor. [Figure 3-44]
around each fuel nozzle. The pre-swirl vanes
enhance the combustion process by promoting a
thorough mixing of fuel and air and slowing the FLAMEOUT
axial air velocity in the burner can. Flame propaga- As mentioned earlier, a combustion flame can be
tion tubes connect the individual liners and two extinguished by high airflow rates. However, exces-
igniter plugs are used for initiating combustion. An sively slow airflow rates can also contribute to this
individual can and liner is removed and installed as problem. Although flameout is uncommon in mod-
one unit for maintenance. This design combines the ern engines, combustion instability can still occur
Turbine 3-25
Engines
and occasionally causes a complete flameout. Given TURBINE STATOR
the correct set of circumstances, turbulent weather, A stator element is most commonly referred to as
high altitude, slow acceleration, and high-speed the turbine nozzle; however, you may also hear the
maneuvers can induce combustion instability and stator elements referred to as the turbine guide
cause a flameout. There are two types of flameouts, vanes, or the nozzle diaphragm. The turbine nozzle
a lean die-out and a rich blow-out. A lean die-out is located directly aft of the combustion section and
usually occurs at high altitude where low engine immediately forward of the turbine wheel. Because
speeds and low fuel pressure form a weak flame that of its location, the turbine nozzle is typically
can die out in a normal airflow. On the other hand, exposed to the highest temperatures in a gas tur-
a rich blow-out typically occurs during rapid engine bine engine.
acceleration when an overly-rich mixture causes the
fuel temperature to drop below the combustion tem-
perature or when there is insufficient airflow to sup- The purpose of the turbine nozzle is to collect the
port combustion. high energy airflow from the combustors and direct
the flow to strike the turbine rotor at the appropri-
ate angle. The vanes of a turbine nozzle are con-
TURBINE SECTION toured and set at such an angle that they form a
number of converging nozzles that convert some of
After the fuel/air mixture is burned in the combus- the exhaust gases' pressure energy to velocity
tor, its energy must be extracted. A turbine trans-
energy. In addition, the angle of the stator vanes is
forms a portion of the kinetic energy in the hot set in the direction of turbine wheel rotation. Since
exhaust gases into mechanical energy to drive the
the gas flow from the nozzle must enter the turbine
compressor and accessories. In a turbojet engine, blade passageway while it is still rotating, it is
the turbine absorbs approximately 60 to 80% of the
essential to aim the gas in the general direction of
total pressure energy from the exhaust gases. The turbine rotation. As a result, the velocity energy of
turbine section of a turbojet engine is located down-
the exhaust gases is more efficiently converted to
stream of the combustion section and consists of mechanical energy by the rotor blades.
four basic elements; a case, a stator, a shroud, and a
rotor. [Figure 3-45]
CASE SHROUD
The turbine casing encloses the turbine rotor and The turbine nozzle assembly consists of an inner
stator assembly, giving either direct or indirect sup- and outer shroud that retains and surrounds the
port to the stator elements. A typical case has nozzle vanes. The number of vanes employed
flanges on both ends that provide a means of attach- varies with different types and sizes of engines.
ing the turbine section to the combustion section The vanes of a turbine nozzle are assembled
and the exhaust assembly. between the outer and inner shrouds, or rings, in a
variety of ways. Although the actual elements may
vary slightly in their configuration and construc-
tion, there is one similarity among all turbine noz-
zles: the nozzle vanes must be constructed to
allow for thermal expansion. If this is not done,
the rapid temperature changes imposed by the
engine would cause severe distortion or warping
of the nozzle assembly.
Figure 3-49. In an impulse turbine system, the turbine noz- Figure 3-51. To help account for the different rotational
zle vanes form a series of converging ducts that increase speeds along the length of a turbine blade, most turbine
the velocity of the exhaust gases. The impulse turbine engines use impulse-reaction type turbine blades. This type
blades then extract energy from the gases as the blades of blade is constructed with an impulse section at its base
redirect the flow of high velocity gases. and a reaction section at its tip.
3-28 Turbine
Engines
One of the most common ways of cooling the com-
ponents in the turbine section is to use engine bleed
air. For example, turbine disks absorb heat from hot
gases passing near their rim and from the blades
through conduction. Because of this, disk rim tem-
peratures are normally well above the temperature
of the disk portion nearest the shaft. To limit the
effect of these temperature variations, cooling air is
directed over each side of the disk.
To further improve the airflow characteristics While not common in large engines, some small tur-
around shrouded turbine blades, a knife-edge seal is boshaft engines feature counter-rotating turbine
machined around the outside of the shroud that wheels. Counter-rotating turbines are chosen by
reduces air losses at the blade tip. The knife-edge engine designers for their effectiveness in dampen-
seal fits with a close tolerance into a shrouded ring ing gyroscopic effects and reducing engine vibra-
mounted in the outer turbine case. tion, not for aerodynamic reasons.
COOLING EXHAUST SECTION
When a turbine section is designed, temperature is The design of a turbojet engine exhaust section
an important consideration. In fact, the most limit- exerts tremendous influence on the performance of
ing factor in running a gas turbine engine is the tem- an engine. For example, the shape and size of an
perature of the turbine section. However, the higher exhaust section and its components affect the tem-
an engine raises the temperature of the incoming air, perature of the air entering the turbine, or turbine
the more power, or thrust an engine can produce. inlet temperature, the mass airflow through the
Therefore, the effectiveness of a turbine engine's engine, and the velocity and pressure of the exhaust
cooling system plays a big role in engine perfor- jet. Therefore, an exhaust section determines to
mance. In fact, many cooling systems allow the tur- some extent the amount of thrust developed.
bine vane and blade components to operate in a
thermal environment 600 to 800 degrees Fahrenheit A typical exhaust section extends from the rear of
above the temperature limits of their metal alloys. the turbine section to the point where the exhaust
Turbine 3-29
Engines
Figure 3-53. An internally cooled blade receives cooling air at the root and expels the air at the tip or through holes in the
leading and trailing edges.
gases leave the engine. An exhaust section is com- EXHAUST CONE
prised of several components including the exhaust A typical exhaust cone assembly consists of an
cone, exhaust duct or tailpipe, and exhaust nozzle. outer duct, or shell, an inner cone, or tail cone,
[Figure 3-54] three or more radial hollow struts, and a group of tie
Figure 3-54. A typical exhaust section has an exhaust cone, tailpipe, and exhaust nozzle. The exhaust cone is considered the rear-
most component of a typical gas turbine engine. The tailpipe and exhaust nozzle are usually classified as airframe components.
3-30 Turbine
Engines
require no tailpipe, in which case the exhaust nozzle
is mounted directly to the exhaust cone assembly.
EXHAUST NOZZLE
An exhaust, or jet nozzle, provides the exhaust
gases with a final boost in velocity. An exhaust noz-
zle mounts to the rear of a tailpipe, if a tailpipe is
required, or to the rear flange of the exhaust duct if
no tailpipe is necessary.
THRUST REVERSERS
Figure 3-58. Accessory drives are typically designed to
On most turbine engine aircraft, the brakes are blend with the engine profile to minimize drag.
unable to slow the aircraft adequately during land-
ing rollout. The amount of kinetic energy that must
be dissipated is so great that, if only brakes were include the engine's midsection, or the front or rear
used, brake wear would be prohibitive. In addition, of the engine. However, inlet and exhaust locations
the heat buildup in the wheel area generated by usually determine if front or rear-mounted gear-
braking could lead to a brake fire. Therefore, most boxes are a design option. Rear-mounted gearboxes
turbojet and turbofan powered aircraft are fitted typically allow the narrowest engine diameter and
with thrust reversers to assist in braking. Thrust lowest drag configuration. In a few rare instances,
reversers redirect the flow of exhaust gases to pro- the engine design dictates that the accessory drive
vide thrust in the opposite direction. In other be located at the top of the engine near the com-
words, thrust reversers provide a force in the oppo- pressor. [Figure 3-58]
site direction of travel that slows forward motion.
For further information on the various types of The power needed to drive the accessories is typi-
thrust reverser systems that are used, refer to cally taken from the engine's main power shaft. A
Chapter 5, Section B. set of beveled gears is used to drive an accessory
shaft which, in turn, drives an accessory gearbox.
The accessory gearbox then distributes power to
ACCESSORY SECTION each accessory drive pad. Since turbine engines
The accessory section, or accessory drive, of a gas operate at a relatively high rpm, reduction gearing is
turbine engine is used to power both engine and air- necessary in the accessory drive system to provide
craft accessories such as electric generators, appropriate drive speeds for the accessories. In
hydraulic pumps, fuel pumps, and oil pumps. some installations, an intermediate or transfer gear-
Secondary functions include acting as an oil box is necessary to obtain the appropriate reduction
reservoir, or sump, and housing the accessory drive gearing necessary for the accessories. [Figure 3-59]
gears and reduction gears.
The more accessories an engine has, the greater the
power needed to drive the accessory gearbox. In
The accessory drive location is selected to keep the fact, the accessory drive system on a large high by-
engine profile to a minimum for streamlining.
pass engine can require as much as 500 horsepower
Typical places where an accessory drive is located
from the engine.
Turbine 3-33
Engines
pressure at the exhaust to determine engine thrust.
Standard labels are used to identify the locations
EPR readings are taken because different engines
have different types of inlet and exhaust ducts. The
engine inlet is station P t2, which means pressure
total at station 2. By the same token, turbine dis-
charge pressure is taken at station Pt7. Engine pres-
sure ratio is therefore expressed by the ratio P t7 : Pt2.
Engine stations are also designated by the label T t,
meaning temperature total for engine instruments
that require temperature information. For example,
engine inlet temperature is taken at station T t2.
[Figure 3-60]
NOISE SUPPRESSION
Some of the energy released from the burning fuel in
a jet engine is unintentionally converted to noise.
With increasing air traffic around densely populated
areas, noise control has become a big issue that
impacts both engine designers and operators. Much
Figure 3-59. With a typical waist mounted accessory sec-
tion, a radial shaft geared to the main engine shaft transfers of the noise produced by a turbine engine results
power to the drive pads through an intermediate gearbox. when hot, high-velocity gases mix with cold, low-
velocity air surrounding the engine. This high-inten-
sity noise includes both low- and high-frequency
ENGINE STATION NUMBERING
vibrations, with low frequencies being predominant.
Engine manufacturers usually assign station num-
bers to several points along a turbine engine's gas Increasing use of turbofan engines has probably
path. These numbered locations are similar to fuse- done more to reduce noise levels both inside the
lage stations, and provide a technician with a aircraft cabiri and on the ground than any other fac-
means of rapidly locating certain engine areas dur- tor. Turbofan engines seldom require noise sup-
ing maintenance. Station numbers also establish pressors because their exhaust sections are
locations for taking pressure and temperature read- designed to mix the hot and cold gas streams prior
ings. For example, engine pressure ratio, or EPR, to their release into the atmosphere, which greatly
compares air pressure at the engine inlet with air reduces exhaust noise.
Figure 3-60. Engine station numbers provide a standard means of identifying points along an engine's gas path.
3-34 Turbine
Engines
Figure 3-61. By referring to the graph above, you can see
that the decibel level of early turbojet aircraft without noise
suppression equipment typically exceeded 110 decibels. In
comparison, modern high bypass turbofan engines produce
less than 100 decibels of sound.
PRODUCING THRUST
If you recall from Section A, a gas turbine engine
produces thrust based on Newton's third law of
motion which states that for every action, there is an
equal and opposite reaction. In a turbojet engine,
the acceleration of a mass of air by the engine is the
action while forward movement is the reaction.
F=MxA
Where:
F = force
M = mass
A = acceleration
Where:
Given:
F=Mx(V2-V1)/g=50x(1300-734)/32.2
In this example, one engine produces 2,018.6 If the velocity of a turbojet engine remains constant
pounds of gross thrust. However, during flight, the with respect to the aircraft, exhaust thrust decreases
engine will be moving forward, greatly reducing if the speed of the aircraft is increased. This is
the velocity change across the engine. Consider because Va increases in value as the speed of the air-
the same aircraft in the previous example flying at craft increases. This does not present a serious prob-
500 miles per hour (734 feet per second). Its net
Turbine 3-47
Engines
lem, however, because as aircraft speed increases, You should also recall that the more a gas turbine
more air enters the engine resulting in an increase in engine compresses the incoming air, the more thrust
exhaust velocity. The resultant net thrust is almost the engine can produce. The reason for this is that
constant with increases in airspeed. engines with high compression ratios force more air
into the engine, allowing more heat energy from the
burning fuel to be transferred to the internal airflow.
THERMAL EFFICIENCY Anytime there is an increase in the amount of heat
A turbine engine's thermal efficiency is the ratio of energy transferred from the fuel to the air, an
the actual power an engine produces divided by the engine's thermal efficiency also increases. ;
thermal energy in the fuel consumed. At cruise, a
large gas turbine engine with a 30:1 compression As you would expect, high compressor and turbine
ratio can operate with a thermal efficiency as high efficiencies in a gas turbine engine promote a
as 50 percent. In comparison, if you recall from higher thermal efficiency. The reason for this is that
Chapter 1, the thermal efficiency of a typical recip- compressor and turbine efficiency directly impact
rocating engine is between 30 and 40 percent. the compression ratio of a given engine, which, in
turn, has a direct impact on thermal efficiency.
There are three primary factors which determine the [Figure 3-71]
thermal efficiency of a gas turbine engine. They are
the turbine inlet temperature, the compression
FACTORS AFFECTING THRUST
ratio, and the component efficiencies of the com-
pressor and turbine. The amount of thrust a given engine is capable of
producing is affected by a number of
As discussed earlier, the higher a gas turbine engine environmental, design, and operational factors. For
raises the temperature of the incoming air, the more example, temperature, altitude, and airspeed
thrust the engine can produce. The primary limiting directly affect inlet air density and consequently,
factor to increasing the temperature of the air is the thrust. The combination of these three variables is
amount of heat the turbine section can withstand. sometimes represented by a single variable, called
Therefore, if the turbine inlet temperature (TIT) lim- stagnation density. Operating rpm and the
its on a given engine can be increased, higher ther- efficiency of a given fan design are additional
mal efficiencies will result. [Figure 3-70] parameters that directly determine the amount of
thrust an engine produces.
Figure 3-70. Turbine inlet temperature (TIT) readings
between 2,500 and 3,000 degrees Fahrenheit with com- Figure 3-71. Compressor and turbine efficiency near 90 per-
pression ratios near 32:1 give 50 percent or better thermal cent is necessary to reach thermal efficiencies above 20 per-
efficiencies. cent.
3-42 Turbine
Engines
ALTITUDE
As altitude increases, air pressure drops. Air at stan-
dard temperature at sea level exerts a pressure of
14.69 pounds per square inch. However, this pres-
sure decreases as the altitude increases.
Approximately one-half of the air in the atmosphere
is below 18,000 feet. Therefore, the pressure at
18,000 feet is about 7.34 psi, or half that at sea level.
Above 18,000 feet, air pressure continues to drop,
but at a higher rate. At 20,000 feet, standard air pres-
sure drops to 6.75 pounds per square inch, and at
30,000 feet it is only 4.36 pounds per square inch.
FAN EFFICIENCY