Jet Engines PDF

Jet Engines – from JT8D to Trent 1000
During the last decades the jet engines went through

significant improvements in terms of performance, efficiency,
emissions and acoustics. The presentation will demonstrate
various strategies of the engine manufacturers like GE, Pratt &
Whitney and Rolls-Royce, their results and the ways how these
results have been achieved. The author will break down the
engine into the modules like compressor and the turbine and
will provide the status of the art as well as the latest
development in design and material science.
ETN Aviation GmbH

Am Becketal 14
D-28755 Bremen
www.etn-aerospace.com
Dr. Ing. T. Valenta

Manager Engineering
tvalenta@etn-aerospace.com
Dial +49 172 422 77 24
tvalenta@etn-aerospace.com 1
Content
1. Intro
1.1 Economy drives Technology
1.2 Engine Characteristics
2. Fan & Compressor

2.1 Fan Blade Development
2.2 Compressor Design (Fluid Dynamics, Sealing, Materials)
2.3 Stability program
3. Combustion
3.1 Design Changes
3.2 Low NOx Burner
3.3 CC Materials
4. Turbine
4.1 Turbine Design
4.2 Turbine Blades (Cooling, Coating, Sealing, Materials)
1. Intro
1.1 Economy drives Technology
Development is driven by customers = airline needs

NORDAM
Hush Kit for JT8D
3 Mio USD cost / ea.
90ties
OEM OEM
airline
airplane engine
competition
politics
efficiency à fuel cost supplier
R&D
OEM programs
thrust à passenger volume
emissions, acoustics à penalties
1.2 Engine Characteristics
MAJOR PARAMETERS: * pressure ratio PR = p2/p1

* turbine inlet temperature TIT = T3
* thrust S = dm/dt . v à mass flow, velocity à engine size
h
3
2
TIT
PR
1
3m
2m
1m
JT8D PW4 GE90
2. Fan & Compressor
2.1 Fan Blade Development
Shape straight swept straight swept à aerodynamics improve

Type shrouded shrouded shroudless shroudless à reduced shock losses
Material Ti 6-4 forged Ti 6-4 forged Ti hollow Ti hollow (PWA), composit (GE)
Bypass Ratio: 5 …7 … 11
70ties: Rolls-Royce the first to introduce composite fan blades

insolvency program due to composite failure (FOD became an issue)
90ties: GE introduces GE90 wide cord composite fan blade with Ti-stiffened trailing edge
British Design (RR) US Design (PWA, GE)
3 spool engine 2 spool engine

HP, IP, LP HP, LP
LPT drives fan only LPT drives fan and LPC
Geared fan (new generation)
2.2 Compressor Design
Focus only on axial compressor:
1990 RR Trent 600

15 stg. Triple spool compressor
8 stg. Intermediate pressure
6 stg. High pressure
Pressure Ratio 35 : 1
Mass Airflow 130 kg/s
Outlet Temperature 600°C
Thrust 68’000 lbs
1960 GE CJ805
17 stg. Single spool compr.
Pressure Ratio 13 : 1
Mass Airflow 55 kg/s
Thrust 12’000 lbs
Fluid Dynamics
1-D isentropic airflow
Radial equilibrium known but

not respected in design
Stagger angle dependent on

circumferential velocity with constant blade profile
Neue allgemeine Theorie der mehrstufigen axialen

Turbomaschine, W. Traupel 1942, ETH
2-D semi-empirical grid method
Secondary flows respected by empirical

correlations
The prediction of the performance of an axial

compressor stage, M. Casey 1988, Rolls-Royce
3-D Viscous Numerical Method (RANS)
determines 3-D contour of the airfoil
Advanced Compressor and Fan Systems

David C. Wisler 1988, GE
Ref. Navier Stokes Equations 1822

∂v
ρ( + v ∇ v ) = −∇p + µ ∆ v
∂t
Nonlinear partial equation system.
Numerical analysis only:

∂u ∂E ∂F ∂G ∂R ∂S ∂T
+ + + = + +
∂t ∂x ∂y ∂z ∂x ∂y ∂z
LES Large Eddy Simulation
Tip Clearance Vortex Flow

M. Casey 1990, Sulzer Turbosystems (ex RR)
Sealing
- Blade Tip Clearance Loss à Rubber, Honeycomb, Abradable

- Rotor Dovetail Leakage à Fit, Sealant (Solid Lubricant MoS2, PTFE, Graphite, Cu based)
- Stator Shroud Leakage à Rubber, Honeycomb, Abradable, Brushseal
PWA design
Rubber in LPC (up to 200°C) Feltmetall in HPC (up to 600°C)

sintered Hastelloy X fibres
R-R design MTU design
Abradable (Al12Si in IPC) Brushseal

(also used in PW4460 Phase III HPC stg. 15)
Materials
LPC, IPC: α-β Ti Al6V4 forging

HPC: Ni-based alloy Inconel 718 forging (PWA)
à density 8.2 g/cm³
γ-TiAl precision cast is current R & D (GE, R-R)
à density 4.2 g/cm³
Ti-alloy Ti-6Al-4V:
α-β composition
α-hex: higher thermal resistance
β-cub: higher strength
bimodal (coarse globular, lamellar)
Titan Aluminide TNB-V3,

Ti-45Al-8Nb-0.2C-0.2B:
lamellar, high strength
C. high creep resistance, poor ductility
B. fine grain, mixed mode
2.3 Stability Program
active surge/stall control Edward Greitzer, Sabri Deniz MIT

smart pressure probes Georg Gyarmathy ETH
90ties: Swissair surge problem
PW4460 deterioration chart
continous increase of TSFC
TO
Facts and Figures:

- TSFC after OVHL never as good as new engine
- high surge risk if turbine overhauled and
compressor in as-is condition
PW 4000
Annular Type
3. Combustion Liners forged and welded
3.1 Design Changes Twall = 1’000°C (TO)
860°C (Cruise)
- Can Type 9 – 10 cans in ring
- Annular Type (various manufacturing technologies) Air flow 114 kg/s (TO)
- Double Annular Type (Low NOx) 41 kg/s (Cruise)
Fuel flow 2.51 kg/s (TO)
0.71 kg/s (Cruise)
Trent 500
Annular Type
Tay 620
2 forgings, assy EB welded
Cannular Type
Cooling holes YAC laser drilled
10 cans in ring
Dillution holes machined
Fuel Nozzle
Diffusion flame, no premix UP TO TODAY
JTD Fuel Nozzle PW4 Fuel Nozzle

dual fuel flow type swirler vanes
JT8D Fuel Nozzle Failure
Design: 9 cans in ring, problem can no. 7:
AD due to Engine Fire

Fuel Nozzle displaced and
burned a hole into the can wall
nut
critical area due critical area due
to thermal shock to nut vibrations
thread
crack
Root cause: TMF
prim sec
fuel flow
Modification of JT8D Fuel Nozzle
A. EB welded ring-nut instead of threaded nut

B. Notch effect eliminated due to smooth contour
B B
A A
old configuration new configuration
High stress area in

EB welded region
3.2 Low NOx Burner
General formation of NO (Zeldovich, Arrhenius):
c
∆ρ ∆ρ ∆ρ − 2
= c1 ⋅ ∆ t ⋅ ⋅ ρL ⋅e T
ρ NO ρ N ρ O
2 2
time temperature
DAC CFM56-5B
Single Annular Burner CFM56-5B
3.3 CC Materials
Base material: Ni-based alloy e.g. Hastelloy X

Two layer thermal barrier coat: metallic bond, ceramics
0.25-0.40 mm ZrO2 Y2O 3
0.13-0.20 mm NiCoCrAlY
Hastelloy X
4. Turbine
4.1 Turbine Design
Pratt & Whitney PW4 Rolls-Royce Trent 500

straight vanes bowed vanes
turbine case cooling 7 turbine stages
(compressor bleed-air)
4.2 Turbine Blades
Ni-based alloy PC, DS, SX

Convection, film cooling
Ceramic coated
JT9Q Blade
70ties PW4 Blade
First SX, out of 90ties
service due to First and second
“clean cracking” SX-Generation
Cooling
Cooling flow equation:
&
[ ]
κ −1
m 2 κ− 2 2
= 2κ
⋅ ⋅ pi po ⋅ (1 −
1 κ κ po κ Cross-section CFM56-7
κ −1 RTi pi
)
A 3 cooling flow sections
Cooling flow chart (wcorr corrected airflow)
cools trailing
cools leading edge
edge and tip
cools pressure
side
Film Cooling
Very efficient if properly working:
flow attached: high ηc flow separated: low ηc

(e.g. due to in-service plugging)
ηc PWA T1 bulged
on SS due to poor
film film cooling
0.4
0.3
convection
0.2
0.1
∆mc/∆t
0.05 0.10 0.15
Coating
High elasticity gradient (thermal growth) metal-ceramic

EB-PVD columnar crystal growth
allows coating to expand
Sealing
RR conventional design PWA High-Tech design

shrouded blades and honeycomb abrasive blade tip and abradable shroud
PWA design
Abrasive blade tip: Abradable shroud segment:

145
ZrO2
Y2O3
115
Y2O3 ZrO2
ZrO2
75
Al2O3
40
CoCrAlY ZrO2 CoCrAlY Al 2O3

SiC grits encapsulated
cBN
in Blade
a TiN Tip
diffusion 5 NiCrAlY NiCrAlY
barrier 0
PWA 263 PWA 283
PWA 263 is 5 layer coating
PWA 283 is graded coating maintained
by 18 spray parameters
Reason for introduction of improved abradable PWA 283:
Zirconia spalling after 2000 eng. hrs.

Spalling causes engine performance
loss of 1.8 % TSFC, EGT loss of 20°C.
Two main reasons for spalling:

1. High elasticity gradient across substrate, bond and zirconia
2. Insufficient cooling against the airflow (see Position B)
Position A cn cn
NGV Position B
w Film Cooling Film Cooling

A
c
Blades
u
w
Segment
u
Segment
B w
u
c
Latest development
Sume®Grid shows excellent thermal resistance

(Sulzer Metco)
HoneyComb Mesh (Sume Grid)
Zirconia
Substrate Braze
Homogenous zirconia
easy to apply
Materials
Material: Nickel-base alloys PC, EQ (DS), SX
Defects in single crystal blade Defects in equiaxed blade
Metallography
polycrystalline structure single crystal

(grain boundaries) (gamma prime eutectica)
Precipitant Coarsening
gamma prime virgin gamma prime after service

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Jet Engines – from JT8D to Trent 1000

During the last decades the jet engines went through

ETN Aviation GmbH

Dr. Ing. T. Valenta

2. Fan & Compressor

Development is driven by customers = airline needs

emissions, acoustics à penalties

MAJOR PARAMETERS: * pressure ratio PR = p2/p1

JT8D PW4 GE90

Shape straight swept straight swept à aerodynamics improve

70ties: Rolls-Royce the first to introduce composite fan blades

3 spool engine 2 spool engine

Focus only on axial compressor:

1990 RR Trent 600

1-D isentropic airflow

Radial equilibrium known but

Stagger angle dependent on

Neue allgemeine Theorie der mehrstufigen axialen

2-D semi-empirical grid method

Secondary flows respected by empirical

The prediction of the performance of an axial

determines 3-D contour of the airfoil

Advanced Compressor and Fan Systems

Ref. Navier Stokes Equations 1822

Numerical analysis only:

LES Large Eddy Simulation

Tip Clearance Vortex Flow

- Blade Tip Clearance Loss à Rubber, Honeycomb, Abradable

Rubber in LPC (up to 200°C) Feltmetall in HPC (up to 600°C)

Abradable (Al12Si in IPC) Brushseal

LPC, IPC: α-β Ti Al6V4 forging

Titan Aluminide TNB-V3,

active surge/stall control Edward Greitzer, Sabri Deniz MIT

90ties: Swissair surge problem

Facts and Figures:

Diffusion flame, no premix UP TO TODAY

JTD Fuel Nozzle PW4 Fuel Nozzle

Design: 9 cans in ring, problem can no. 7:

AD due to Engine Fire

A. EB welded ring-nut instead of threaded nut

old configuration new configuration

High stress area in

General formation of NO (Zeldovich, Arrhenius):

Single Annular Burner CFM56-5B

Base material: Ni-based alloy e.g. Hastelloy X

0.25-0.40 mm ZrO2 Y2O 3

Pratt & Whitney PW4 Rolls-Royce Trent 500

Ni-based alloy PC, DS, SX

Cooling flow equation:

Cooling flow chart (wcorr corrected airflow)

Very efficient if properly working:

flow attached: high ηc flow separated: low ηc

High elasticity gradient (thermal growth) metal-ceramic

RR conventional design PWA High-Tech design

Abrasive blade tip: Abradable shroud segment:

CoCrAlY ZrO2 CoCrAlY Al 2O3

Zirconia spalling after 2000 eng. hrs.

Two main reasons for spalling:

w Film Cooling Film Cooling

Sume®Grid shows excellent thermal resistance

HoneyComb Mesh (Sume Grid)

Material: Nickel-base alloys PC, EQ (DS), SX

Defects in single crystal blade Defects in equiaxed blade