GTE Major Component

GTE MAJOR COMPONENT
H. EGO WIDORO, ST., SSiT., MT
11/28/2022 H. Ego Widoro, ST., SSiT., MT 1

Scope of Discussion
1. Inlet Duct
2. Compressor
3. Fan Blade
4. Combustion Chamber
5. Turbine
6. Exhaust System

INLET DUCT
▪ Requirement of Inlet Duct

1. Provide a clean flow of Air into the engine
➢ Free from debris (FOD)
➢ Free from turbulence
2. Operate from static up to high aircraft mach number
3. Straight and smooth as possible
4. Duct be large enough to supply proper airflow
5. Shaped correctly to deliver air
6. Can convert kinetic energy to pressure
▪ Type of Inlet Duct:
1. Subsonic Inlet Duct
2. Supersonic Inlet Duct
INLET DUCT

INLET DUCT
1. SUBSONIC INLET DUCT
▪ Circular and pitot-type intake
➢ Slightly divergent duct
➢ able to maximise the use of ram pressure due to the
forward speed of the aircraft
▪ Round as possible to give optimum passage of air
➢ Specially for B737 – flattened out slightly (bottom section)
to increase the ground clearance
➢ Specially for De Havilland Comet series (BAe Nimrod) –
affected due to thickness of wing if engine is internally
mounted in wing structure

INLET DUCT

INLET DUCT

INLET DUCT

INLET DUCT

INLET DUCT
2. SUPERSONIC INLET DUCT
▪ When Subsonic Duct (Pitot-type) reaches transonic velocities
➢ a shock wave begins to form at forward lip – disrupt airflow.
▪ Supersonic aircraft use an external/internal compression intake
➢ Produces a series of small shock waves
✓Will gradually slow the air down when enters engine, it
✓Will be smooth but at high pressure – Velocity converted
into pressure.

INLET DUCT
VARIABLE GEOMETRY INLET DUCT
▪ Increase airspeed becomes higher velocity airflow passing into
engine become unmanageable with a ‘normal’ intake.
▪ Requires the use of a variable geometry intake
➢ Will slow the air down
➢ Spill off excess air before it gets to the engine.
▪ Varying throat size of intake to position shock waves to
maximize pressure of air available within inlet duct.
▪ At very high supersonic speeds, the pressure obtained at the
inlet duct may be excessive
➢ fitted with dump valves to dump unwanted air
INLET DUCT

INLET DUCT

INLET DUCT
ENGINE ICE PROTECTION
▪ Engine needs protection against ice forming
➢ at the front of the engine
➢ on the leading edge of intake duct.
▪ Ice formation can restrict airflow through engine – affect
performance
▪ ice protection system must be:
1. Effective in preventing ice formation
2. no serious loss in engine performance when in operation
3. Reliable, easy to maintain without excessive weight.

INLET DUCT
▪ Two basic methods of engine ice protection.
1. Thermal Pneumatic (hot air) – Turbojet/Turbofan
2. Electrical Heater or Combination with hot air – Turboprop
▪ Two type of ice protection system
1. Anti-Ice System – Prevent ice formation
2. De-Ice System break up/removed Ice formation

INLET DUCT
THERMAL PNEUMATIC (HOT AIR)
▪ Engine/power plant intake surface heated by hot air system
➢ Engine intake
➢ Inlet guide vanes
➢ Nose cone
➢ Leading edge of the nose cowl
➢ Sometimes the first stage stator blades.
▪ Hot air ducted externally normally from engine compressor
➢ Deliver through control and pressure regulating valves
➢ Continues flow since anti-icing valve open by manually or
automatically
INLET DUCT
THERMAL PNEUMATIC (HOT AIR)

INLET DUCT
ELECTRICAL HEATER
▪ For turbo-propeller
▪ The surfaces to be heated electrically:
➢ Air intake cowling
➢ Propeller blades
➢ Spinner
▪ Consisting of electrical elements sandwiched between layers of
neoprene, or glass, cloth impregnated with epoxy resin.
▪ pads are protected against rain erosion by a polyurethane-
based paint coating

INLET DUCT

INLET DUCT
ELECTRICAL HEATER
▪ Some areas are continuously heated to prevent an ice cap
forming on engine leading edges nose cowl
▪ Limit size of ice on other areas that are intermittently heated.
➢ De-icing electrical loads are cycled between engine,
propeller and sometimes airframe.
▪ Cycling time of the intermittently heated elements is designed
➢ Ensure engine can accept amount of ice during 'heat off’
period
➢ Ensure 'heat on' period is long enough to give adequate
removal of Ice
INLET DUCT
ELECTRICAL HEATER
▪ Two speed cycling system:
1. Fast cycle – high air temperatures
2. Slow cycle – lower temperature range.

INLET DUCT
BELL MOUTH INLET DUCT
▪ Use for:
1. Engine installed in most run-in stands
2. Some Helicopters
▪ Purpose
1. Provide a smooth curve for induction air to follow when
flowing into compressor – losses extremely low
➢ Calibrating performance of GTE on a test stand
2. More area covered to enter air into compressor
➢ Helicopter

INLET DUCT

INLET DUCT
TURBO PROP INLET DUCT
▪ Propeller reduction gears are located at front of engine –
interfere smooth flow of air entering compressor.
▪ Three type of inlet duct for turboprop engine
1. Ducted spinner inlet
2. Conical spinner inlet
3. Under-scoop inlet

INLET DUCT
TURBO PROP INLET DUCT


COMPRESSOR
▪ Function:
➢ To provide a maximum of High pressure air with minimum
changes in its velocity
➢ High pressure air – High weight of Air – High Thrust
➢ Energy can be released in combustion chamber is
proportional to mass of air
▪ Compressor Ratio: Outlet Compressor Pressure
Inlet Compressor Pressure
➢ Typical Compressor 15:1 with efficiency 90%
▪ Two type of Compressor
1. Centrifugal Compressor
Centrifugal–Axial Compressor
2. Axial Compressor
COMPRESSOR
CENTRIFUGAL COMPRESSOR
Operating principle:
Based on Increasing kinetic energy of air passing through impeller
▪ Impeller rotate at high speed
▪ Air drawn in at eye of impeller
▪ Induced air is not only accelerated, but also compressed
because of action of centrifugal force when impeller rotation
▪ Move to outward – High velocity = High Kinetic Energy
▪ Kinetic energy in air is then convert into pressure in diffuser
manifold

COMPRESSOR

COMPRESSOR

COMPRESSOR
Centrifugal Compressor Component
1. Impeller
2. Diffuser
3. Manifold

COMPRESSOR
Centrifugal Compressor Component
▪ Type of Centrifugal Compressor Impeller
1. Single entry single stage
2. Single entry multi stage
3. Double entry/side

COMPRESSOR

COMPRESSOR

COMPRESSOR

COMPRESSOR

COMPRESSOR
Increase CR of Centrifugal Compressor:
1. Increase RPM ➔ Speed of sound at impeller tip (inefficiency)
2. Multistage ➔ Difficult to turning air passes from one stage to

the other
3. Double entry ➔ Complicated engine designed

COMPRESSOR
Advantage of Centrifugal Compressor:
1. Simple
2. Ruggedness/Strong
3. Low Cost
4. High Compression Ratio/Stage
➢ Compression Ratio (CR): 6:1 to 7:1
5. High Efficiency
➢ Efficiency up to 80%

COMPRESSOR
Disadvantage of Centrifugal Compressor
1. High speed of rotation required.
2. Large frontal area.
3. Limited pressure ratio.
4. High temperature increase.
▪ The smaller engines where simplicity, flexibility of operation

and ruggedness are principle requirement rather than SMALL
FRONTAL AREA, ABILITY HIGH AIRFLOW AND PRESSURE WITH
LOSS OF EFFICIENCY

COMPRESSOR
Material and Construction
1. Impeller – forged from an aluminum alloy.
2. Radial vanes integral part of impeller–machined from forged
blank.
3. Rotating guide vanes – made from steel to resist impact
damage and are splined onto the aluminum impeller
4. Other impellers rotating guide vanes are aluminum and forged
at the same time, and out of the same ‘block’ as the impeller
disc and radial vanes.
5. Some modern impellers are made out of titanium for lightness
and impact resistance.

COMPRESSOR

COMPRESSOR
AXIAL COMPRESSOR
Contain
1. Series of Rotating Airfoil – Rotor Blades
One stage
2. Set of Stationary Airfoil – Stator Blades
▪ Axial flow compressor – Airflow direction parallel to engine axis
▪ Entire compressor – series of alternating rotor and stator vane
stage
▪ Have one, two or more spool or compressor which driven by
separate turbines

COMPRESSOR
AXIAL COMPRESSOR

COMPRESSOR
AXIAL COMPRESSOR

COMPRESSOR
AXIAL COMPRESSOR

COMPRESSOR
AXIAL COMPRESSOR
Advantage of Axial Compressor
1. Very high compressor ratio with relatively high efficiency
2. Small frontal area ➔ suitable for high speed Aircraft
3. Capable to handle high Airflow
Disadvantage of Axial Compressor

1. Susceptible to FOD
2. Close fits required for efficient air pumping
3. Complex & very expensive to manufacture – one engine
need exceed 1000 blades
4. Probable to compressor stall
COMPRESSOR
AXIAL COMPRESSOR
Principle operation

▪ Principle operation

COMPRESSOR
AXIAL COMPRESSOR
Compressor Ratio
▪ Compressor Ratio: Outlet Compressor Pressure
Inlet Compressor Pressure
1
𝑛
▪ Pressure Rise per stage = 𝐶𝑅 = 𝐶𝑅 𝑛
𝐶𝑅 = Compressor Ratio
𝑛 = Number of stage
▪ Engine with CR 5.16 has 9 stage of axial compressor
1 1
𝐶𝑅 = 5.16 = 1.2
𝑛 9
▪ CR for axial compressor each stage = 1.2

COMPRESSOR
AXIAL COMPRESSOR
Compressor Ratio
Case #1
▪ A 13 stage compressor has pressure ratio each stage of 1.2 and
ambient inlet pressure of 14.7 psi. Final pressure and pressure
ratio…?

COMPRESSOR
AXIAL COMPRESSOR
Compressor Ratio
Case #1
▪ Final Pressure : 156.9 psi 156.9
𝐶𝑅 = = 10.6: 1
▪ Initial Pressure : 14.7 14.7

COMPRESSOR
AXIAL COMPRESSOR
Compressor Stall

COMPRESSOR
AXIAL COMPRESSOR
Compressor Stall

COMPRESSOR
AXIAL COMPRESSOR
Compressor Stall
▪ Some Causes ▪ Stall Indication
1. Obstruction to inlet airflow 1. Abnormal Engine Noises
2. Excessive pressure in 2. Rapid EGT increase or
burner section fluctuation
3. Abrupt flight maneuver 3. EPR decrease or
4. Chocking of Airflow fluctuation
5. High crosswind 4. Vibration
5. Poor engine response
▪ To Prevent or Minimize
6. Loud bangs/Flame
1. Variable stator/Inlet guide out/smoke out
vane
2. Inter-stage air Bleed
11/28/2022
Valve
H. Ego Widoro, ST., SSiT., MT 55
COMPRESSOR
AXIAL COMPRESSOR

COMPRESSOR
AXIAL COMPRESSOR

COMPRESSOR
AXIAL COMPRESSOR

COMPRESSOR
AXIAL COMPRESSOR
Compressor Stall

COMPRESSOR
AXIAL COMPRESSOR
Type of Axial Flow Compressor
1. Single spool Axial Compressor
▪ Limited to number of stage of compressor ➔ to high CR
If to many number of stages
Rearmost stage will be operating inefficiently while front

most compressor will be overload
Modern high power turbojet & turbofan engine have split

compressor which two or more compressor
Dual/Double/twin/multiple spool Axial compressor

COMPRESSOR
AXIAL COMPRESSOR
Type of Axial Flow Compressor
2. Dual/Double/twin spool Axial Compressor
▪ LPC driven by LPT ➔ N1 Compressor driven by N1 Turbine
▪ HPC driven by HPT ➔ N2 Compressor driven by N2 Turbine
▪ 𝐶𝑅 = 𝑁1 𝐶𝑅 × 𝑁2 𝐶𝑅 : 1
Case #2
▪ 𝑁1 𝐶𝑅 = 3.2 : 1
▪ 𝑁2 𝐶𝑅 = 4.1 : 1
𝐶𝑅 = (3.2 × 4.1): 1
𝐶𝑅 = 13.12: 1

COMPRESSOR
AXIAL COMPRESSOR
Axial Flow Compressor of Turbofan
▪ Turbofan engine configuration
➢ Forward Turbofan
1. Fan directly driven by own/separate turbine
2. Fan apart of low pressure compressor
➢ Aft-fan Turbofan
▪ By pass Ratio: Mass of Air moved by fan
Mass of Air moved by core engine
Low by pass ➔ 1 : 1 or less High by pass ➔ 4 : 1 to 9 : 1
Medium by pass ➔ 2 : 1 to 3 : 1
▪ Turbofan pressure Ratio: Outlet fan Pressure
Inlet fan Pressure
1.4 : 1 to 2.6 : 1
COMPRESSOR
AXIAL COMPRESSOR
Axial Flow Compressor Design
▪ Function:
➢ To provide a maximum of High pressure air with minimum
changes in its velocity
▪ For increasing pressure ➔ Decreasing area of Compressor Duct
𝒏×𝑹×𝑻
➢ Convergent – decreasing volume 𝑷 =
𝑽
1. Compressor outside diameter housing constant & compressor

drum/disc increase diameter to ward rear of compressor
2. Disc/drum straight but outside diameter of compressor
housing /case decreasing to ward rear of compressor
COMPRESSOR
AXIAL COMPRESSOR

COMPRESSOR
AXIAL COMPRESSOR

COMPRESSOR
AXIAL COMPRESSOR
▪ Blade attachment
Compressor blade not rigidly attached to compressor
drum/disc but are loose in their mountings – free to rocks
Loose in mountings – prevent stress at the root
When engine rotate centrifugal force holds the blade
DOVE TAIL method

COMPRESSOR
AXIAL COMPRESSOR

COMPRESSOR
AXIAL COMPRESSOR

COMPRESSOR
AXIAL COMPRESSOR

COMPRESSOR
AXIAL COMPRESSOR
▪ Blade Design
All compressor blade TWIST
To give the correct pressure gradient
Different velocity from root to tip of stator discharge/outlet
Angle of attack root to tip of rotor compressor EQUAL

COMPRESSOR
AXIAL COMPRESSOR
▪ Blade Design

COMPRESSOR
AXIAL COMPRESSOR
▪ Blade Design
Some blade tips SQUARE and have tip thickness reduced
➢ Reduced vibration
➢ Called profile tip

COMPRESSOR
AXIAL COMPRESSOR
▪ Blade Design
Air leakage around tips of compressor cause a loss of
compressor efficiency – minimize clearance
1. Abradable strip
Compressor Housing Strip material – abraded by blade tip
2. Abradable blade tip – opposite
▪ Material
➢ Compressor Casing – magnesium or aluminum alloy at the
front and steel in the rear.
➢ Rotor/stator blade – made of light alloy or steel
COMPRESSOR
AXIAL COMPRESSOR
▪ Blade Design

COMPRESSOR
AXIAL COMPRESSOR
▪ Inlet Guide Vanes and Stator Vanes – Similarity
1. Stationary airfoil
2. To direct airflow
3. Can be variable its angle
Minimize compressor stall – by FCU

COMPRESSOR
AXIAL COMPRESSOR
▪ Inlet Guide Vanes and Stator Vanes – Differences
Inlet Guide Vanes Stator Vanes
1. Adjacent blade Area straight Adjacent blades area divergent
2. Airflow velocity not changes Airflow velocity decrease
3. Air pressure not changes Air pressure increase
4. Front most engine Inside Engine
5. Some times as bearing support Not
6. Some times as nose bullet/cone Not
7. To direct airflow only To direct airflow and increase
air pressure

FAN BLADE
GENERAL
▪ Fan Blade – Turbofan
▪ Illustration
➢ Fan can produce 75% of engine thrust – By pass ratio 3 : 1
➢ Fan Diameter: 97 inches ≈ 2463.8 mm ≈ 2.4 m
➢ Capable pumping air at rate 1670 lbs/sec
➢ Tips speed up to 1500 ft/sec
➢ Blade weight 15 lbs
Imposes a load of 60 tons on its root and disc

FAN BLADE
GENERAL
▪ Need fan blade weight lighter to reduce load
➢ Minimize failure possibility
▪ If a fan blade becomes detached
➢ Must not penetrate the engine casing
➢ Containment ring necessary around fan
✓ Heavier than blade
✓ Equipped with aerodynamic element to flip the blade

FAN BLADE
TYPICAL FAN BLADE
▪ Material
1. Solid Titanium
➢ Factor imposed a weight limitation
2. Hollow Titanium
➢ Filled with a honey com or special structure
3. Carbon fiber Blade

FAN BLADE
TYPICAL FAN BLADE

FAN BLADE
TYPICAL FAN BLADE
▪ Design
1. Narrow Chord
➢ Solid Titanium
➢ To keep weight down
➢ Disadvantage – Blade flutter of flapping due to
aerodynamic instability
➢ Use mid-span shrouds/snubber/clappers – minimize
flapping
✓ Form a virtually solid ring around fan when rotating –
act stiffener
✓ But impose a penalty
▪ Causing pressure loss
▪ Reduce flow area Reduce engine efficiency

FAN BLADE
TYPICAL FAN BLADE

FAN BLADE
TYPICAL FAN BLADE
▪ Design
2. Wide Chord Fan Blade (WCFB)
➢ Lighter – less load on fan blade root for given RPM
➢ Shorter – less load on fan blade root for given RPM
➢ Move more air for given RPM
➢ Better protecting core engine from FOD
➢ More Rigid – not required mid-span shrouds
INCREASE ENGINE EFFICIENCY

FAN BLADE
FAN ROTOR
▪ Attached to Rotor Disc
1. Pushed into a slot and then slid around the circumference of
disc until disc full
➢ Final move is to insert a stop to prevent first blade from
falling out
2. A blade slid in form front with platform in between each
blade to maintain correct distance a part

FAN BLADE
FAN ROTOR

FAN BLADE
FAN ROTOR
▪ Fan Blade Inspection
Normally checked by visually
➢ Checked blade condition – dent, scratch, crack, … etc.
➢ Checked shingling/shingles condition – overlap/locked
between snubber
UNLOCKED PROCEDURE – VIDEO (JT8D FAN BLADE)

FAN BLADE
FAN ROTOR
▪ Fan Blade Balancing
Minimize vibration into tolerance vibration
Carried out when:
1. Maintenance schedule – flight hour/cycle
2. Excessive vibration
3. Replacement a blade or blades – including full set
4. Refitting a blade or blades – including full set
5. Blending repair to a fan blade or blades
6. Fitting of a new spinner/nose bullet/nose cone
7. Repair a spinner

COMBUSTION CHAMBER
INTRODUCTION
▪ Hot section of Gas Turbine Engine
➢ Most severe stresses
➢ Requires careful inspection and maintenance – HSI
➢ Major type of damage – cracks due to extreme heat
▪ Combustion Chamber development
1. Thermodynamic
2. Fluid mechanic
3. Heat transfer
4. Chemistry
5. Metallurgy
6. Etc.
COMBUSTION CHAMBER
INTRODUCTION
▪ Three Basic Type
1. Can/Multi-can type
2. Annular Type
▪ Reverse Flow
3. Can Annular type
▪ Major Component
1. Flame Tube (inner liner) – heat resistant steel (nimonic)
2. Air Casing (outer liner) – aluminised mild steel

COMUSTION CHAMBER
FUEL/AIR RATIO
▪ Combustion must be completed rapidly and in a comparatively
small part of the combustion chamber
➢ therefore the mixing of the air and fuel must be good.
▪ Fuel/air ratio without cooling
➢ 15:1 by weight – COMPLETE Combustion
▪ Fuel/air ratio with air cooling
➢ can be between 45:1 and 130:1 over the engine RPM
range
▪ Combustion Efficiency
➢ Combustion efficiency of most gas turbine engines at sea
level conditions is 100%.
COMUSTION CHAMBER
AIRFLOW
▪ Air flow leaving diffuser split into two paths
1. 20% to 40% for initial combustion 25% combustion
2. 60% to 80% divided mainly for 75% cooling
✓ cooling of the combustion chamber lining,
✓ shaping of the flame

COMBUSTION CHAMBER
AIRFLOW
▪ Combustion Air
➢ Combustion Air – 12% passing through ‘Swirl Vanes’.
➢ Induced swirl helps to promote initial combustion
➢ Anchoring flame at combustion chamber snout.

COMBUSTION CHAMBER
AIRFLOW
▪ Cooling Air
➢ Total Cooling Air split into three distinct zones. These
three flows are known as:
1. Primary air flow – for mixing with fuel and to support
combustion.
2. Secondary air flow – to shape the flame and complete
combustion.
3. Tertiary air flow – to cut off the flame and reduce gas
temperature to a figure acceptable to the turbine.
➢ Secondary and tertiary air – also forms a boundary flow
on the inside and outside of the flame tube
COMBUSTION CHAMBER
CAN/MULTI-CAN COMBUSTION CHAMBER
▪ Individual Combustion Chamber/cans are mounted in a
circles around engine axis
▪ Advantages:
1. Easier to remove when inspection
2. Fuel air mixture easier to control
▪ Disadvantages:
1. Do not best use of available space
2. Large engine diameter
▪ inter-connected by interconnector
➢ help equalize pressure generated throughout the system
during combustion.
COMBUSTION CHAMBER
ANNULAR COMBUSTION CHAMBER
▪ Essentially a single chamber made up of concentric cylinder
mounted coaxially about engine axis
▪ Advantages:
1. Completely or best use of available space
2. Small engine diameter
3. Has low pressure loss
4. Fits well with axial compressor and turbine
5. Highest efficiency
▪ Disadvantages:
1. Thin wall need for this construction
2. All part must be remove when inspection
COMBUSTION CHAMBER
CAN ANNULAR COMBUSTION CHAMBER
▪ Combine both Can and Annular Characteristic

COMBUSTION CHAMBER
REVERSE FLOW COMBUSTION CHAMBER
▪ One main disadvantage of all three types
➢ to allow for axial airflow from front to rear
➢ chamber has to be relatively long.
▪ Rotary wing or propeller, the engine may be shortened by
having a REVERSE FLOW combustion chamber
➢ Cooling air passes around the outside of the chamber
first, before reversing direction
➢ Then act as combustion flow.
➢ Allows the combustion chamber to be wrapped around
outside of the turbine assembly,
▪ Significantly reducing engine length.
COMBUSTION CHAMBER
COOLING AIR
▪ Cooling air flow into combustion liner is through several
different types of boundary layer cooling chutes.
➢ Double-skinned combustion liner with tiny holes in each
skin
▪ Function of Cooling air
➢ Supports combustion
➢ Shapes flame through larger holes carefully designed with
regard to size and placement
▪ This is to ensure that
1. Flame is not distorted.
2. Pressure drop across the liner is maintained at a
satisfactory level at all operating ranges of the engine
COMBUSTION CHAMBER
COOLING AIR

COMBUSTION CHAMBER
PERFORMANCE REQUIREMENT
1. High Combustion Efficiency
2. Stable Operation
3. Low pressure Loss
4. Uniform temperature distribution
5. Easy to starting
6. Small size
7. Low Smokey burner
8. Low carbon formation

TURBINE
GENERAL
▪ Function:
➢ To drive compressor By extracting a portion of
➢ To drive fan pressure and kinetic energy
➢ To drive propeller from high temperature
➢ To drive accessories combustion gas
▪ Typically engine with 100.000 HP
➢ 75% of power to drive compressor
➢ 25% of power to produced thrust
➢ Each a turbine blade can produced 250 HP
✓ Equal with 8 cylinder automobile piston engine

TURBINE
GENERAL
▪ Type of Turbine
1. Axial flow turbine
1. Reaction Turbine – driven by aerodynamic reaction
2. Impulse Turbine – driven by impulse of gas (cup shape)
3. Impulse reaction Turbine – combine both
2. Radial flow turbine

TURBINE
GENERAL

TURBINE
GENERAL
▪ In front of each turbine disc – placed a set of NGV/Nozzles.
➢ to accelerate gas stream to as high a velocity as possible
by utilizing a convergent shape
➢ to direct the gas at the most efficient angle of attack onto
turbine assembly.

TURBINE
GENERAL
▪ Primary factor that limits amount of power GTE can produce
➢ Max. temperature that can be tolerated at turbine inlet.
➢ Called Turbine Inlet Temperature (TIT)
▪ Impulse/reaction turbine will extract energy from heat,
velocity and pressure energies of the gas stream.
▪ Heat energy is the most important,
➢ Higher inlet temperature to turbine – greater efficiency
➢ Efficiency is limited by materials available

TURBINE
TURBINE ASSEMBLY
▪ Type of turbine assembly
1. Single stage
2. Multi stage in same shaft
▪ Allowing increased RPM without increased centrifugal
loads.
▪ Each spool driven by own turbine assembly via own shaft
➢ LP Turbine drive LP Compressor or Fan via LP shaft
➢ IP Turbine drive IP Compressor via IP shaft
➢ HP Turbine drive HP Compressor via HP shaft

TURBINE
FREE TURBINE
▪ Propeller aircraft and helicopters
➢ Use output from turbine to drive propeller shaft or rotor
drive shaft.
▪ to improve engine and aircraft operating efficiency
➢ One turbine in the engine which only drives the output
➢ has no direct link to any of the engine compressors.
▪ known as POWER TURBINE/FREE TURBINE/GAS COUPLED
TURBINE

TURBINE
▪ Turbine Efficiency
➢ Losses: 1. Aerodynamic losses in turbine blades 3.5%
2. Aerodynamic losses in NGV, gas leakage 4.5%
➢ Turbine Efficiency approximately 92%
▪ Compressor Turbine matching
➢ NGV too low a max. flow – compressor surge
➢ NGV too high a max. flow – compressor choked & high
fuel consumption
✓ Compressor stall
✓ Less engine efficiency

TURBINE
▪ Turbine Blade
➢ Similar with airfoil shape
➢ Cooling air provided to resists high temperature gas flow
(Hollow Turbine Blade)
➢ Hollow turbine blade – allow cooling air – higher TIT
➢ Material: Nimonic Alloy
➢ Stress Load:
1. Aerodynamic Stress
2. Centrifugal Stress
3. Thermal Stress
➢ Method of attaching turbine to disc – FIR TREE
TURBINE
▪ Turbine Disc
➢ Machined forging
➢ Flange onto which shaft may be bolted
➢ Material: high heat resistant alloy steel – nimonic material
(Nickel – Chromium super alloy)

TURBINE
▪ Material and Stresses

➢ NGV and Turbine – Thermal stress
➢ Turbine – Aerodynamic, Thermal and Centrifugal Stress
▪ Highest stress – centrifugal stress
▪ 2 ounces of turbine blade ➔ 2 ton load at top speed
▪ Turbine withstand bending load applied by gas to
produce HP
➢ With all stresses condition occurred “CREEP”
(deformation) – beyond turbine characteristic limit

TURBINE
▪ Material and Stresses

➢ Turbine blade has hard time of life time
▪ Replaced toward the end of period of secondary creep
➢ Method to increase life time
1. Cooling of blade – transpiration cooling method
2. Material technology
▪ Equiaxed Crystal Structure
▪ Directionally Solidified Structure
▪ Single Cristal


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H. EGO WIDORO, ST., SSiT., MT

11/28/2022 H. Ego Widoro, ST., SSiT., MT 1

11/28/2022 H. Ego Widoro, ST., SSiT., MT 2

▪ Requirement of Inlet Duct

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11/28/2022 H. Ego Widoro, ST., SSiT., MT 15

11/28/2022 H. Ego Widoro, ST., SSiT., MT 16

11/28/2022 H. Ego Widoro, ST., SSiT., MT 18

11/28/2022 H. Ego Widoro, ST., SSiT., MT 19

11/28/2022 H. Ego Widoro, ST., SSiT., MT 20

11/28/2022 H. Ego Widoro, ST., SSiT., MT 22

11/28/2022 H. Ego Widoro, ST., SSiT., MT 23

11/28/2022 H. Ego Widoro, ST., SSiT., MT 24

11/28/2022 H. Ego Widoro, ST., SSiT., MT 25

11/28/2022 H. Ego Widoro, ST., SSiT., MT 26

11/28/2022 H. Ego Widoro, ST., SSiT., MT 27

11/28/2022 H. Ego Widoro, ST., SSiT., MT 29

11/28/2022 H. Ego Widoro, ST., SSiT., MT 30

11/28/2022 H. Ego Widoro, ST., SSiT., MT 31

11/28/2022 H. Ego Widoro, ST., SSiT., MT 32

11/28/2022 H. Ego Widoro, ST., SSiT., MT 33

11/28/2022 H. Ego Widoro, ST., SSiT., MT 34

11/28/2022 H. Ego Widoro, ST., SSiT., MT 35

11/28/2022 H. Ego Widoro, ST., SSiT., MT 36

11/28/2022 H. Ego Widoro, ST., SSiT., MT 37

1. Increase RPM ➔ Speed of sound at impeller tip (inefficiency)

2. Multistage ➔ Difficult to turning air passes from one stage to

3. Double entry ➔ Complicated engine designed

11/28/2022 H. Ego Widoro, ST., SSiT., MT 38

11/28/2022 H. Ego Widoro, ST., SSiT., MT 39

▪ The smaller engines where simplicity, flexibility of operation

11/28/2022 H. Ego Widoro, ST., SSiT., MT 40

11/28/2022 H. Ego Widoro, ST., SSiT., MT 41

11/28/2022 H. Ego Widoro, ST., SSiT., MT 42

11/28/2022 H. Ego Widoro, ST., SSiT., MT 43

11/28/2022 H. Ego Widoro, ST., SSiT., MT 44

11/28/2022 H. Ego Widoro, ST., SSiT., MT 45

11/28/2022 H. Ego Widoro, ST., SSiT., MT 46

Disadvantage of Axial Compressor

11/28/2022 H. Ego Widoro, ST., SSiT., MT 48

11/28/2022 H. Ego Widoro, ST., SSiT., MT 49

▪ CR for axial compressor each stage = 1.2

11/28/2022 H. Ego Widoro, ST., SSiT., MT 50

11/28/2022 H. Ego Widoro, ST., SSiT., MT 51

11/28/2022 H. Ego Widoro, ST., SSiT., MT 52

11/28/2022 H. Ego Widoro, ST., SSiT., MT 53

11/28/2022 H. Ego Widoro, ST., SSiT., MT 54

11/28/2022 H. Ego Widoro, ST., SSiT., MT 56

11/28/2022 H. Ego Widoro, ST., SSiT., MT 57

11/28/2022 H. Ego Widoro, ST., SSiT., MT 58

11/28/2022 H. Ego Widoro, ST., SSiT., MT 59

Rearmost stage will be operating inefficiently while front

Modern high power turbojet & turbofan engine have split

Dual/Double/twin/multiple spool Axial compressor