ARO103L

Introduction to Aerospace Propulsion Laboratory

Laboratory Experiment:

Turbine Technologies, LTD

SR-30 Gas Turbine Power System Test Procedure

Prepared by:

John Matthew Bulalacao, Andrew Niles, Alex Olit, and Devon Peterka
California State Polytechnic University Pomona, Pomona, CA 91768, USA

List of Symbols

ac = Speed of Sound
An = Nozzle Area
F = Thrust
m = Mass Flow Rate
M = Mach Number
n = Efficiency
p = Pressure
Q = Dynamic Pressure
R = Gas Constant
RPM = Rotations Per Minute
T = Temperature
TSFC = Thrust Specific Fuel Consumption
V = Airspeed
= Specific Heat Capacity for Air
= Density

Subscripts

0 = Stagnation
1 = Inlet Nozzle to compressor
2 = Compressor Exit
3 = Turbine Inlet from combustor
4 = Turbine Exit
5 = Exhaust Nozzle
= Free Stream
f = Fuel
g = Gage
n = Inlet Nozzle
p = Pressure
T = Thermal
1.0 Introduction

T HE Turbine Technologies SR-30 Turbojet engine is a commonly used demonstration tool in the study of engine
cycle analysis. This engine, when enclosed in the Turbine Technologies MiniLab™, is instrumented with an
array of thermocouples and pressure transducers to allow the operator to monitor the thermodynamic processes
taking place within the engine. The SR-30 turbojet engine consists of five main parts: a diffuser, a centrifugal flow
compressor, a reverse-flow annular combustor, an axial flow power turbine, and a thrust nozzle (Figure 1.1). The
diffuser reduces the velocity of air taken in through the (1) inlet nozzle and carries it to the (2) compressor where the
air is then pressurized. The air is then mixed with fuel and ignited in the (3) combustor. As the air expands, it is
forced through the (4) turbine, which in turn continues to drive the compressor. The air is then accelerated and
released though the exhaust nozzle (5) producing thrust.

Figure 1.1: SR-30 Gas Turbine Cutaway

The SR-30 jet engine is capable of running a variety of fuels ranging from Kerosene, to Jet-A/A1, to diesel fuel.
The performance characteristics for these specific jet fuels can also be compared to determine an optimal fuel to use
for SR-30 jet engine testing. The lower specific heating value of Diesel, Biodiesel, and Jet A are 18,486 BTU/lbm,
16,735 BTU/lbm, and 18,610 BTU/lbm, respectively. The density of Diesel, Biodiesel, and Jet A are 7.1 lbm/gal, 7.34
lbm/gal, and 6.76 lbm/gal, respectively. Given these values which fuel would you expect to give the highest
performance during which types of flight conditions?

2.0 Turbine Technologies SR-30 Turbojet Engine MiniLab™ & Data Acquisition

The Turbine Technologies MiniLab™ consists of the Turbine Technologies SR-30 turbojet engine, the data
acquisition preprocessor, the engine control unit and all operational hardware, and the cabinet within which
everything is contained.
The SR-30 turbojet engine is an 11-inch long, 7-inch diameter, cylindrical turbojet engine capable of delivering
40 lbs of thrust at 87,000 rpm. When operating in this condition, the engine has compression and pressure ratios of
3.4 and 30, respectively, and ingests air at a rate approximately 1.1 lbm/s. At maximum thrust, the engine has a
thrust-specific fuel consumption of 1.2 hr-1. Mechanically the engine consists of a bell-shaped inlet diffuser, a
single-stage centrifugal compressor, a combustor, a single-stage turbine, and a subsonic exhaust nozzle. The engine
is instrumented in several locations, described herein, with thermocouples and Serta Systems Model 209 and Model
256 pressure transducers.
 Also contained within the MiniLab™ cabinet (Figure 2.1) are the engine control unit (ECU) and all operational
hardware necessary for engine operation.

Figure 2.1: Turbojet Engine MiniLab™ Cabinet Figure 2.2: SR-30 Engine Control Unit
with HushKit and Operator’s Station

The ECU is used primarily during engine startup, but also serves as a fail-safe in the case of irregular engine
operation. During engine startup, the ECU opens a solenoid connected to a high-pressure air feed. This pressurized
air is blown tangentially against the compressor rotor to spin the engine up to approximately 30,000 rpm. When the
engine reaches an appropriate speed the ECU turns on the fuel pump and injects fuel into the combustion chamber at
approximately 150 psig. When combustion is self-sustaining, the ECU relinquishes command of the engine to the
operator and monitors critical engine parameters. In the event of an irregular start, the ECU can abort the start
sequence and display the problem on a small LCD screen for the operator to take the appropriate action.
During regular operation, the ECU monitors engine temperature, rpm, and fluid levels to verify that the engine
is operating within its operational envelope. In the event that the engine exceeds its operational limits, the ECU
initiates an automated shutdown sequence and displays the exceeded parameter for the operator. The operator’s
station is positioned in front of one of the viewports and contains the throttle control for the engine and readouts for
turbine inlet temperature (TIT), exhaust gas temperature (EGT), engine speed in revolutions-per-minute (RPM), fuel
and oil pressure, and feed air pressure (Figure 2.2). Below the enclosure is a compartment that, in addition to the
hardware discussed previously, contains a 7-gallon fuel tank and a 3-gallon oil tank. All necessary fuel and oil
pumps are contained in this compartment as well. The cabinet is self-contained requiring a 120VAC electrical
connection and at least 120 psig air feed in order to function without interruption.
The thermocouple and pressure transducer data are all fed into an IOtech Personal Daq/56 USB Data
Acquisition Module (Figure 2.3). This preprocessor compiles the signals from the instrument array into a single
USB feed. In addition to the temperature and pressure signals from the engine, the preprocessor collects fuel flow,
engine rpm, and direct thrust measurements from their respective instruments (Figure 2.4) within the cabinet and
includes it into the output signal. The output signal is formatted to function with IOtech Data Acquisition software
installed on an external computer system. The Sensor Parameter Chart (Table 2.1) shows the symbol, function,
range, and output values of all sensors.

Instrumentation
Digital: High Speed Data Acquisition System
Data Acquisition Software with Configurable Data Output
Windows® XP Computer for On-Screen Data Display
Single Cable DigiDAQ™ USB to PC Connection
 20 Analog IN - 16 Digital IN/OUT - 4 Frequency/Pulse IN
Sensors (Preinstalled and Calibrated)
• Compressor Inlet Temperature and Pressure (T1/P1)
• Compressor Exit Temperature and Pressure (T02/P02)
• Turbine Stage Inlet Temperature and Pressure (T03/P3)
• Turbine Stage Exit Temperature and Pressure (T04/P04)
• Thrust Nozzle Exit Temperature and Pressure (T05/P05)
• Fuel Flow
• Thrust
• Engine Rotational Speed (RPM)
Digital and Analog: As provided on the Operator Control Panel
• Digital Turbine Inlet Temperature (TIT)
• Digital Exhaust Gas Temperature (EGT)
• Digital Engine Rotational Speed (RPM)
• Analog Oil Pressure
• Analog Engine Pressure
• Analog Air Start Pressure

Figure 2.3: IOtech Personal Daq/56 USB Data Figure 2.4: SR-30 Temperature and Pressure Stations
Acquisition Module

Symbol Function Range Output / Sensor

P01 Compressor inlet stagnation pressure (gage pressure) 0-1 psig 0-14.4 mv
P02 Compressor exit stagnation pressure (pitot tube) 0-60 psig 0-60 mv
P03 Combustion chamber static pressure 0-60 psig 0-60 mv
P04 Turbine exit stagnation pressure (pitot tube) 0-5 psig 0-50 mv
P05 Rear cone exit stagnation pressure (pitot tube) 0-5 psig 0-50 mv
RPM revolutions per minute of turbine shaft 0-90,000
FFS Fuel Flow sensor l-150 gph K-type thermocouple
T01 Compressor inlet static temperature Deg. C K-type thermocouple
T02 Compressor stage exit stagnation temperature Deg. C K-type thermocouple
T03 Turbine stage inlet stagnation temperature Deg. C K-type thermocouple
T04 Turbine stage exit stagnation temperature Deg. C K-type thermocouple
T05 Exhaust gas stagnation temperature Deg. C K-type thermocouple
Thrust Pounds Load Cell
TSFC calculated
Specific Impulse calculated
Inlet Nozzle Throat Diameter @ station 1 = 2.78” Exhaust Nozzle Diameter @ station 5 = 2.1875”
 Table 2.1 - Sensor Parameters
3.0 Laboratory Experiment Procedure
3.1 Preparation

The class will be divided into teams of 5 to 6 students. Each team will choose a Lead Test Engineer. The
Lead Test Engineer will assign the remaining members the following responsibilities:

(1) Safety Engineer – fire safety, emergency routes, foreign object debris
(2) DAQ Engineer – sets up and controls data acquisition
(3) Certification Engineer – logs initial and final engine conditions, documents procedure
(4) Controls Engineer – operates engine throttle
(5) Operations Engineer – steps controls engineer through auto-start, operation, and stop sequence

At the designated time, each team will begin the procedure with a brief safety meeting with the Laboratory
Technician around the IOtech Personal Daq/56 USB Data Acquisition Module (Figure 2.3). This is also an
opportunity for the entire team to become acquainted with the instrumentation of the SR-30 Jet Engine, the
sensor measurement interface, and the data acquisition procedure.

3.3 SR-30 MiniLab Normal Operation Procedure (Operations Engineer)

1) Engine Set-up Procedure (Team)

1. Position MiniLab™ cabinet in an open, well-ventilated area.
2. Ensure exhaust stream is directed away from any enclosed spaces.
a. Exhaust stream exits to the right, when facing the controls.
3. Connect USB and 120VACcables to the appropriate ports.
4. Connect USB cable to computer.
5. Turn computer on and load pDaq program.
6. Connect shop air hose to receptacle in the back of the cabinet.
7. Verify that air hose is pressurized
a. If pressure gage on control panel does not read any pressure, ensure that the valve to the
compressor is open.
b. If valve is open and no pressure is registered on the control panel, consult professor or
department technician.

2) Pre-Start Procedure (Safety Engineer)

1. Remove all foreign object debris (FOD) from the engine enclosure.
2. Ensure that no FOD can enter the intake during operation.
3. Ensure that all operators and observers are wearing appropriate hearing protection.
4. Locate nearest fire extinguisher and be familiar with its operation.
5. Insert master key and leave in the “OFF” position.
6. Check fluid levels
a. Fuel : At least 3 gallons (half tank)
b. Oil : Level approximately 1-inch below fill spout
7. Ensure air pressure is between 100 and 130 psi
a. If not, followair cleaning procedure. (see Irregular Operation Procedure)
8. Verify that pDaq program is running and armed to collect data.

3) Start-up (Controls Engineer)

1. Set master key-switch to “ON”.
2. Check all displays and gages to verify operation.
a. T.I.T. – ON
b. E.G.T. – ON
c. RPM – ON
d. LCD Master Display – ON
 e. Oil Pressure – Reads zero
f. P3 – Reads zero
g. Fuel Pressure – Reads zero
h. Air Pressure – Within acceptable range
3. Set throttle lever to maximum throttle setting.
a. Throttle Position warning will display.
b. If no warning is displayed, consult professor or department technician.
4. Return throttle lever to idle position.
a. LCD display should read “Ready”.
5. Announce intention to start the engine.
6. Countdown to engine start.
7. Push green “START” button.
8. Allow 45 seconds for engine start and warm-up
9. Announce first test RPM (about 52,000 RPM).
10. Throttle until RPM reads approximately 52,000 RPM.
11. DAQ Engineer records the RPM two or three measurements on a pre-prepared data sheet table.
The Operations Engineer then signals the Controls Engineer to throttle to the next test RPM and
hold while the DAQ Engineer repeats the data recording.
12. The engine will be throttled up in 5 equal increments ( ~ 5000 RPM per increment) up to about
77,000 RPM. The DAQ Engineer will record the data at each increment.
13. After the maximum RPM is attained, the Operations Engineer will inform Controls Engineer to
begin the throttle-down sequence. The engine RPM will be decreased in 5 equal increments (~
5,000 RPM increments) while the DAQ Engineer records the data at each increment until the
original RPM is attained.
a. All throttle changes should be smooth and controlled
14. If engine does not start or shuts down mid-start, error message will be displayed on the LCD
above the throttle lever.
a. Consult Irregular Operation Procedure.

4) Shutdown Procedure
1. Return throttle lever to its idle position.
2. Allow engine 30 seconds at idle to cool down.
3. Push the red “STOP” button.
4. Allow engine sufficient time to come to a complete stop before proceeding with any subsequent
operations.

3.4 SR-30 MiniLab Irregular Operation Procedure

1) Air Cleaning / Cycling

Performed to cool the engine, blow out pooled fuel, or bleed off air from the compressor.
1. Shutdown the engine if it is not already stopped. (see Normal Operation Procedure,
Section 4)
2. Set Master Key-Switch to “ON” position if it is not already there.
3. Set throttle lever to maximum.
a. Throttle Position warning should display
b. If no warning displays on LCD, DO NOT PROCEDE
i. Toggle master key-switch to “OFF” then back “ON”. Begin procedure
from step 1.
4. With throttle lever at maximum, push the red “STOP” button. Hold until menu displays
on LCD.
5. Push the green “START” button to begin air cycle.
a. Air valve will be opened for 5 seconds during each air cycle.
6. Continue pushing the green “START” button until one of the following are true:
a. T.I.T. reads below 90ºC and the air pressure reads above 100 psi.
b. The air pressure gage reads below 85 psi and begins to climb again.
 7. To exit the menu, return throttle lever to idle position.
8. Let engine come to a complete stop. Proceed with normal operation.
The following warnings will be displayed on the LCD above the throttle lever in the event of an
automated engine shutdown. A description of each event and appropriate action to be taken are listed below:

1) Over Temp.
Engine temperature has exceeded normal operating levels.

1. Allow engine sufficient time to come to a complete stop.

2. Perform air cleanings (see Air Cleaning / Cycling).
2) Over Speed
Engine has exceeded safe RPM levels.
1. Allow engine sufficient time to come to a complete stop.
2. Restart following Normal Operation Procedures
3. Maintain throttle settings below 85,000 RPM
3) Hot Start
Insufficient airflow or excessive fuel has caused the engine to overheat on startup. In some cases, this
can cause irreparable damage to the engine. Exercise extreme care in restarting the engine following
this procedure.
1. Allow engine sufficient time to come to a complete stop.
2. Verify that the engine is not on fire.
a. If engine is on fire, put it out and alert professor or department technician.
3. Verify sufficient air pressure.
4. Perform air cleaning(s) (see Air Cleaning / Cycling).
a. Fuel may leak from engine vent holes.
5. Restart the engine following Normal Operation Procedure.
6. Repeat occurrences of this problem are indicative of a fatal flaw within the engine.
Consult department technician.
4) Hung Start / False Start
Engine is unable to achieve idle RPM during startup.
1. Allow engine sufficient time to come to a complete stop
2. Perform several air cleanings.
3. Restart following Normal Operation Procedure.
4. If problem persists, consult professor or department technician.
5) Oil Level
Oil level is below manufacturer recommended level.
1. Consult professor or department technician.
2. After oil has been added to engine reservoir, restart following Normal Operation
Procedure.
6) Fuel Level
Fuel level is below manufacturer recommended level.
1. Consult professor or department technician.
2. After fuel is added, restart following Normal Operation Procedure.

3.5 Test Procedure: Data Collection Procedure (DAQ Engineer)

This section describes how to auto-record all of the engine instrumentation data during the runs (scheduled in
Section 3.6). However this data is for back-up purposes only. You will use the manually recorded data
described in Section 3.6 for the data plots and discussion for Section 5.0.

1) Make sure the computer is on and connected to the jet engine via USB cable
2) Open pDaqView by clicking on the desktop shortcut
3) Open the Configuration File folder and load the “Factory Config.CFG” file
1. When prompted to save the configuration select “No”
 4) Open the “Configure Data Destination” window
1. Choose a save destination
2. Enter a file name
3. Click on “Conversion Formats” and verify that “ASCII Text” is selected
5) Open the “Configure Acquisition” window
1. Trigger Tab: for Source, select “Manual”
2. Post-Trigger Tab: for Stop On, select “Manual”
6) Arm Trigger for Disk Recording
1. Click to start data collection when ready
2. Click to stop data collection when finished

3.6 Test Procedure: Engine Run Schedule and Manual Data Recording for Data Plots for Section 5.0

The team will seat them selves around the table that holds the data computer display screen each with their data
sheet table. After the engine is started by the lab technician, the team leader will assume control of the throttle to
control the RPM. The leader will call out the first RPM (about 44,600 RPM). The team then records the RPM and
their two or three measurements on their pre-prepared data sheet table. The team leader then increases the RPM to
the next test RPM and holds for about 5 to 10 seconds while the team repeats the data recording. The RPM will be
successively increased in 10 equal increments ( ~ 3000 RPM per increment) up to about 80,000 RPM, while the
team records the data at each increment. After the maximum RPM is attained, the leader then reduces the RPM in 5
equal increments (~ 6,000 RPM increments), while the team records the data at each increment until the original
RPM is attained. Then the team turns control of the engine back to the technician.

You will record the manually recorded data on a template given in ‘Table Appendix B’, at the end of this report. The
manually recorded data will be used for the data plots and interpretation as discussed in Section 5.0. the computer
recorded data is for back-up and checking the accuracy of the manually recorded data only.

4.0 Data Analysis: Theoretical Thrust, TSFC, and Thermal Efficiency Calculation

The basic equation for thrust is the product of the mass flow rate and velocity at the nozzle exit

(4.1).

The mass flow rate (2) and velocity (3) are defined by the following equations:

(4.2)

(4.3).

where dynamic pressure, .

Combining equations (4.1), (4.2) and (4.3) we obtain a simplified equation for the thrust that is based only on
the cross-sectional area and the gage pressure at the nozzle exit,

(4.1a).

The velocity equation (4.3) can be utilized at the free stream and the nozzle exit to calculate the specific thrust
(4.4), which can be written as
 (4.4).

where gc is the gravitational constant. The thrust specific fuel consumption (TSFC) is calculated by multiplying
the recorded fuel flow (given in gal./hour) by the fuel's density (lb/gal) and dividing by the theoretical thrust
(4.1a):

(4.5).
 4.2 Thermal Efficiency Calculation

To establish the thermodynamic efficiency of the SR-30 turbojet engine specific enthalpy can be calculated
across the compressor and turbine stages from the recorded temperatures using the HOT Thermal Database for
MATLAB. The net specific work done by the cycle and the specific energy added to the cycle can be calculated
using the values of specific enthalpy:

(4.6a).

For the purpose of this experiment, a simplified form of thermal efficiency can be given by

(4.6b).

5.0 Results & Discussion Questions

1. Plot:
a. Pressure vs. Station Number at each average RPM tested
Ex:

b. Temperature vs. Station Number at each average RPM tested

c. Pressure vs. RPM at each station
d. Temperature vs. RPM at each station

*refer to these plots in your “Results & Discussion” section, but place them in your “Figures” Section

2. Use the measured data to calculate an average exhaust velocity, V5, and average exhaust Mach number, M5,
for each sampled RPM. Plot exhaust velocity vs. RPM.
3. Based on your calculation of V5, calculate the thrust of the engine at each RPM. How does this compare to
your measured values? Plot your calculated specific thrust vs RPM and measured thrust vs. RPM on one
graph.
4. Calculate the TSFC at the examined engine speeds. Plot TSFC vs. RPM.
5. Calculate the thermal efficiency, T, at one RPM. Plot thermal efficiency vs. RPM.
6. Plot fuel flow vs. thrust.
7. Explain why this type of data would be pertinent to someone trying to sell an engine to an airplane
manufacturer or use this data to match to a specific mission profile or aircraft (ex: Fighter Jet, Military
Transport, Commercial Jet, Performance Aircraft, UAV, etc).
6.0 Laboratory Report Format

The formal laboratory report will be typed neatly in size 12, Times New Roman font and double spaced.
Numbered section headings should be left-justified; unnumbered sections headings should be centered. Separate
each heading from the section body by two single-spaces or one double space. The heading for each unnumbered
section should begin on a new page. Aside from the title and table of contents page, each page should be numbered.
This report should be written in a fashion appropriate for a reader who has no prior knowledge of this experiment
yet has an aerospace engineering background. No detailed derivations of equations are necessary, yet detailed
descriptions of measurements and calculations should be included. Please write the report in the third person
impersonal; avoid using phrases like “we did” or “the team performed the experiment by…”, but rather “the
laboratory experiment was conducted by…”

The report will be formatted in the following order:

Title Page
Course number and course name, descriptive title of report, team name, team lead, team members,
date of test, department, and college or university (see attached sample).

Table of Contents
See attached sample

Executive Summary (Abstract)

Briefly summarize the motivation of the project, actions performed, quality of results, and
conclusions. Write this section LAST; it should be possible to rip this section out of the
laboratory report and comprehend who, what, when, where, how, and why your project was
performed; written in past tense and not to exceed one page.

List of Symbols
Define all symbols used in your laboratory report in alphabetical order; lower case followed by
upper case; English letters followed by Greek letters; subscripts at the end.

1. Introduction
Briefly describe why it is to be done, what is to be done, and how it will be reported: (1) give the
motivation of the problem considered; (2) discuss the objectives of the laboratory experiment and
(3) the scope of the laboratory report. This section can be as short as one paragraph, but no
more than one page.

Please note that in Professional Journal papers the introduction also outlines the history of the
problem and explains how the present paper contributes to the field.

2. Experimental Equipment
Describe the test apparatus and instrumentation used in the experiment (ie; model name, basic
specifications, purpose in experiment, etc.) Any sketches (hand-drawn or CAD), diagrams, or
photographs of the apparatus and instrumentation should also be referenced and placed in the
“Figures” section. Note that the reader is interested in dimensions, sizes, and other engineering
information of this nature.

3. Theory
Show and describe the theory of how the apparatus works and appropriate equations used in the
analysis of the data gathered, as required.

4. Procedure
Describe in detail the procedure of the experiment) and analyses performed on the data i.e., how
the apparatus was operated, what data was to be taken, and how the data was collected. Write this
section in past tense.
 5. Results and Discussion
Data analysis and correlation: describe how you calculated, reduced, and presented your data in
your tables and figures. Analysis of pertinent tables and figures will be performed here. Make sure
to point out what each table or figure contains or represents. Answers to any questions which may
be included in the instructions sheets should be presented as a logical and coherent result of this
discussion.

6. Conclusions and Recommendations

Discuss the key lessons learned and the conditions that may have affected the performance of your
experiment apparatus may work efficiently. Describe any important conclusions and the factors
affecting the quality of your results as well as percent error from expected or predicted results.
Avoid phrases such as “better than” or “worse than” and “smaller” or “bigger” unless you have
numbers to quantify these statements as in “larger than by how much?” Recommend how the
experiment can be improved or suggest how the apparatus may be used for future laboratory
experiments.

References
See attached sample

Tables (Referenced)
5.1 Raw Data
5.2 Data used to generate plots of results

Figures (Referenced)
2.1 Apparatus
2.2 Instrumentation

5.1 Pressure vs. Station Number at each ave RPM tested (ex: ~55000, 65000, 75000, 85000)
5.2 Temperature vs. Station Number at each average RPM tested
5.3 Pressure vs. RPM at each station
5.4 Temperature vs. RPM at each station
5.5 Specific Thrust vs. RPM
5.6 TSFC vs. RPM
5.7 Thermal Efficiency vs. RPM
5.8 Fuel Flow vs. Thrust

Appendix
A. Sample Calculations:
Only one calculation of each equation used need be performed; please use all
english units or all metric units – do not mix units unless making conversions.
To prevent round-off error, do not round results until final calculations of
necessary figures. Please round these results to four significant figures.
B. Include your manually recorded ‘Table – Appendix B’ Raw data sheets or a version of the data
sheet that you entered into Excel for your data plotting.

This laboratory report format is a collaboration of guidelines suggested by Faculty and Students
(both past and present) of Cal Poly Pomona’s Aerospace Engineering Department
 Acknowledgments

The authors would like to thank the following people for their knowledge and generosity. This laboratory
experiment would not have been possible without their contribution:

Dr. Ali Ahmadi

Chair, Aerospace Engineering Department, Cal Poly Pomona
Steven K. Dobbs
Professor, Aerospace Engineering Department, Cal Poly Pomona
Gabriel G. Georgiades
Professor, Aerospace Engineering Department, Cal Poly Pomona
Dr. Subodh Bhandari
Professor, Aerospace Engineering Department, Cal Poly Pomona
James J. Cesari
Technician, Aerospace Engineering Department, Cal Poly Pomona
James Sickert
Equipment Technician, Mechanical Engineering Department, Cal Poly Pomona
Hector Maciel
Equipment Technician, Physics Department, Cal Poly Pomona
Doug Johnson
Equipment Technician, Physics Department, Cal Poly Pomona
Maria Vaughn
Equipment Technician, Physics Department, Cal Poly Pomona
Dave Patterson
Director, Environmental Health & Safety, Cal Poly Pomona
The Cable Family
Proprietors, Cable Air Field, Upland, CA
Todd Gaines
Product App Specialist, Turbine Technologies Limited
Perry Kuznar
Professional Engineer, Turbine Technologies Limited
Chris Martin
Graduate Student, Mechanical Engineering, Virginia Institute of Technology
Jamie Malak
United States Air Force

References

1. Hill, P., and Peterson, C., Mechanics and Thermodynamics of Propulsion, 2nd ed., Addison Wesley,
Reading, 1992, Chaps. 1, 4.

2. Kerrebrock, J. L., Aircraft and Gas Turbine Engines, 2nd ed., MIT Press, Boston, 1992, Chap. 1.

3. Kuzner, P., “MiniLab Gas Turbine Power System Sample Lab Procedure,” Turbine Technologies, LTD.,
Service Publications, Chetek, WI, 2006.

4. Leonard, O. L., Thomas, J. P., and Borguet, S., “Ten Years of Experience with a Small Jet Engine as a
Support for Education,” Turbomachinery Group, University of Liege., ASME-012303-1, Liege,
Belgium, Jan. 2009.

5. Mattingly, J.D., Elements of Propulsion, AIAA Education Series, AIAA, Reston, 2006, Chaps. 1, 5-8.
 ARO103L Section – 02
Introduction to Aerospace Propulsion Laboratory

Laboratory Experiment:

Turbine Technologies, LTD

SR-30 Gas Turbine Power System Test Procedure

Include a Team Picture with Experimental Equipment here:

by:

Team #3 - Section 2

Engineering Team Lead:

Dan Dangerous

Engineering Team Members & Signature:

(Pictured from left to right)
Dan Dangerous ______________________________
Ian Inlet ___________________________________
Gil Gasohol ________________________________
Terry Thrust ________________________________
Natalie Nozzle _____________________________

April 20, 2010

Aerospace Engineering Department

California State Polytechnic University, Pomona
 Table of Contents

Section Page

Executive Summary ........................................................................................................................ 3

List of Symbols ............................................................................................................................... 4
1.0 Introduction......................................................................................................................... 5
2.0 Experimental Equipment .................................................................................................... 6
3.0 Theory ................................................................................................................................. 6
3.1 Theory Subsection 1 (if necessary)......................................................................... 6
3.2 Theory Subsection 2 (if necessary)......................................................................... 7
4.0 Experimental Procedures .................................................................................................... 9
5.0 Discussion of Results........................................................................................................ 11
5.1 Results Subsection 1 (if necessary)....................................................................... 11
5.2 Results Subsection 2 (if necessary)....................................................................... 12
6.0 Conclusions and Recommendations ................................................................................. 12
References..................................................................................................................................... 13
Tables ............................................................................................................................................ 14
Figures........................................................................................................................................... 17
Appendix....................................................................................................................................... 18
Appendix A....................................................................................................................... 18
Appendix B ....................................................................................................................... 19
 Table - Appendix B - Raw data Table
ARO 103L SR-30Gas Turbine Jet Engine Experiment - Prof. Dobbs
SR-30 Gas Turbine Test Data ARO 103L Section ______, Team # ___ Date _______ Spring, 2010
Manually recorded engine instrumentation measurements
RPM P1 T1 P2 T2 P3 T3 P4 T4 P5 T5 FFS Thrust-meas. TSFC Isp
o o o o o
x 1000 psig F psig F psig F psig F psig F psig lb. lbm/lb-ft-hr sec.

Table - Sensor Parameters

Symbol Function Range Output
RMS volt. 0-60 mv
1. P1 Compressor inlet stagnation pressure (gage pressure) 0-1 psig 0-14.4 mv
2. P02 Compressor exit stagnation pressure (pitot tube) 0-60 psig 0-60 mv
3. P3 Combustion chamber static pressure 0-60 psig 0-60 mv
4. P04 Turbine exit stagnation pressure (pitot tube) 0-5 psig 0-50 mv
5. P05 Rear cone exit stagnation pressure (pitot tube) 0-5 psig 0-50 mv
6. RPM revolutions per minute of turbine shaft 0-90,000
Table - Sensor Parameters 7. FFS Fuel Flow sensor l-150psig K-type thermocouple
Symbol Function Range Output 8. T1 Compressor inlet static temperature Deg. F K-type thermocouple
RMS volt. 0-60 mv 9. T02 Compressor stage exit stagnation temperature Deg. F K-type thermocouple
1. P1 Compressor inlet stagnation pressure (gage pressure) 0-1 psig 0-14.4 mv 10. T03 Turbine stage inlet stagnation temperature Deg. F K-type thermocouple
2. P02 Compressor exit stagnation pressure (pitot tube) 0-60 psig 0-60 mv 11. T04 Turbine stage exit stagnation temperature Deg. F K-type thermocouple
3. P3 Combustion chamber static pressure 0-60 psig 0-60 mv 12. T05 Exhaust gas stagnation temperature Deg. F K-type thermocouple
4. P04 Turbine exit stagnation pressure (pitot tube) 0-5 psig 0-50 mv 13. Thrust Pounds -calculated
5. P05 Rear cone exit stagnation pressure (pitot tube) 0-5 psig 0-50 mv 14. TSFC - calculated
6. RPM revolutions per minute of turbine shaft 0-90,000 15. Specific Impulse - calculated
7. FFS Fuel Flow sensor l-150psig K-type thermocouple Inlet throat Diameter @ point 1 = 2.78 inches
8. T1 Compressor inlet static temperature Deg. F K-type thermocouple