School of Mechanical & Aerospace Engineering, NTU

NANYANG TECHNOLOGICAL UNIVERSITY

School Of Mechanical and Aerospace Engineering

E3.2A PERFORMANCE OF A GAS TURBINE ENGINE (JET

ENGINE)

Energy Systems Lab

N3.1A-B4-01

Name of Student: Lab Sub-Group:

Matric No.: Date:

Name of Supervisor:

Grade:

NOTE: This title page should be attached to all required material for this experiment before
submission.

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E3.2A PERFORMANCE OF A GAS TURBINE ENGINE (JET ENGINE)

SUMMARY

I) Area of Study
Thermodynamics, Aircraft Propulsion

II) Learning Objectives

By completing this experiment, students will be able to relate to:
a. Theoretical Models, Principles and Concepts
Conservation of Energy
Energy Conversion
Thermodynamic Cycle (Brayton Cycle)
Principle of Jet Propulsion
Aircraft Gas Turbine Engine
b. Experimental Techniques
Pressure/Temperature reading, Data acquisition
c. Instrumentation
MiniLabTM Gas Turbine Power System (Model ML-401) by Turbine
Technologies LTD, USA
Instrument panels, LabView, Baro/Thermometer, Flow meter
d. Data Analysis
Density/Velocity derivation, Thrust calculation
Error analysis

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Q̇

E3.2A PERFORMANCE OF A GAS TURBINE ENGINE (JET ENGINE)

ATTENTION

Please observe the following safety regulations:

1) As with any laboratory equipment, basic safety precautions must be followed at all times.
The equipment is considered to be in operation whenever an air source is connected to
the cabinet, the master switch is on, or the engine internal assembly is rotating.
2) Protective hearing protection and safety glasses must be worn whenever the equipment is
in operation. Proper dress code (including proper footwear, shoes; slippers or flip-flops
are not allowed) must be observed whilst in the laboratory.
3) The hinged cover and safety shield must be down and secured before the system can be
put in operation.
4) The operator and all observers shall remain clear of the engine inlet and exhaust (see
Figure 1 for locations) at all times.
5) At no time should the engine be operated with any loose items in the proximity of the
engine inlet or exhaust.
6) Do not touch the engine components during operation and for periods following
shutdown. Temperature of some components may be so high (>300C) that it can cause
severe burns.
7) Do not attempt to make any adjustments to bypass safety device and/or controls to force
operations outside of published limitations. Do not exceed, under any circumstances, the
published maximum operating RPM (87,000) or Temperature (Ambient: 41C; Exhaust:
720C; Turbine inlet: 870C).
8) If any abnormal situation occurs, press the RED and OFF button to safely power off the
equipment for further investigation.

1 INTRODUCTION

The gas turbine has many important applications, but it is most widely used as a jet engine.
In the last few years, since the regulations changed to permit natural gas to be burned for
electricity generation, gas turbines have become important prime movers for this initiative
too [1, 2]. Many of the gas turbines used in land-based and ship-based applications are
derived directly from aircraft engines [3, 4]. The SR-30 is a small-scale turbojet engine that
resembles a real engine used to fly commercial aircraft [5].

While compact (~1/12 of a typical jetliner turbojet engine), the SR-30 turbojet is
representative of common jet engines in which combustion results in an expanding gas that
is sufficient for producing useful work and propulsive thrust. As shown in Figure 1, the
SR- 30 engine comprises of a radial compressor, annular combustor, and axial flow
power turbine, which are critical components found also in turbofan, turboprop, and
turboshaft engines, as well as stationary and industrial power generators.

2 OBJECTIVES

The objectives of this lab include:

 To reinforce students’ understanding of the basics of jet engine propulsion.
 To study the major components of an actual gas turbine engine and how they affect
the various performance parameters.
 To learn how to process, evaluate, and validate experimental data.
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3. THEORY

Figure 1: Schematic illustration of the SR-30 turbojet engine with selected major components labelled.

The MiniLabTM experimental setup is a self-contained portable unit consisting of a compact

jet engine. Care must be taken to observe the same safety concerns as running a full-scale
jet engine. From the cut-away schematic of Figure 1, the engine consists of (i) a bell-mouth
inlet nozzle; (ii) a single stage radial compressor; (iii) a reverse-flow annular combustor;
(iv) a single stage axial turbine, which directs the relatively slow-moving combustion
products into (v) a converging exhaust nozzle for further expansion.

The sensors (depicted by the probes and pitot tubes in Figure 1) are routed to a central
access panel and interfaced with data acquisition hardware and software from National
Instruments. The integrated sensor system of MiniLabTM consists of the following probes
for the measurement of:
1) Compressor inlet static pressure (�1) and static temperature (�1).
2) Compressor exit stagnation pressure (�02) and stagnation (�02).
3) Turbine inlet static pressure (�3) and stagnation temperature (�03).
4) Turbine exit stagnation pressure (�04) and stagnation temperature (�04).
5) Exhaust exit stagnation pressure (�05) and stagnation temperature (�05).
Additionally, the system includes a fuel flow sensor and a digital thrust readout measuring
real time thrust force based upon a strain gauge thrust yoke system.

The SR-30 gas turbine can be modelled by the Brayton cycle, employing air as the working
fluid and fuel to provide the necessary heat-release. The basic process is to compress air,
add fuel, burn the air-fuel mixture, and use the heat released to increase the flow kinetic
energy, which will become thrust output by Newton’s laws of motion. Since the SR-30
engine is not attached to a moving aircraft, a bell-mouth inlet nozzle is used to create a
uniform velocity profile at the compressor inlet and minimize losses. The ideal Brayton
cycle

→ 01 Isentropic acceleration through bell-mouth inlet nozzle

(see �-𝑠 diagram in Figure 2) is composed of the following processes:
01 → 02 Isentropic compression through radial compressor
02 → 03 Isobaric heat addition through annular combustor
03 → 04 Isentropic expansion through axial turbine
04 → 05 Isentropic expansion across converging exhaust nozzle

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Figure 2: Schematic of (left) jet engine major components and the corresponding (right) ideal �-𝑠 diagram.
To analyze
provide the cycle,
acceptable all the various
quantitative stages
analysis must
for gas be considered.
turbine Air standard
cycles. Hence, models
air may be treatedcan
as
an
gasideal gas (i.e.,
constant, and �
�= is 𝜌�� applies, where
air temperature; � is air pressure,
all quantities should be𝜌stated
is air in
density, �) isand
SI units specific
calorically
perfect (i.e., constant specific heats) throughout the cycle.

4. EQUIPMENT AND EXPERIMENT PROCEDURE

A complete set of turbine test rig, MiniLabTM Gas Turbine Power System (Model ML-401)
by Turbine Technologies LTD, USA is used.

Please refer to the Appendix C for the general operating procedures. You may use the
operator's manual [5] as well if further information is necessary.

5. RESULTS AND DISCUSSION

1) Determine the air pressure and temperature that are representative of the experimental
conditions. Derive the corresponding air density.
(NOTE: Check the baro/thermometer in the lab. If not available, the standard pressure
and temperature conditions can be a reasonable estimate.)
2) The fuel used is kerosene. Determine the typical fuel heating value and density.
3) Collect data for RPM settings of approximately 45,000, 55,000, 65,000, and 75,000.
(NOTE: As the RPM is set by mechanical motion of the power lever, the setting may not
be exact to the values given above. You should accept a reasonable amount of error when
setting the RPM for data acquisition.
Once each required RPM setting is reached, allow the engine to operate at the condition
for at least one minute. Doing so allows for a steady state to be reached so that the data
collected will be consistent.)
4) For each RPM setting, plot its corresponding � -𝑠 diagram. Do the �-𝑠 cycles make

sense?
If not, identify
(NOTE: and explain
You should place the anomaly
all four plots. on the same graph for comparison. Use the air
table in Appendix A to find the initial specific entropy,Δ𝑠.)
𝑠1. Find subsequent entropies
by calculating the change in entropy across each process,

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5) Using the theoretical thrust expression for a jet engine, calculate the theoretical thrust for
each RPM setting.
Show your workings for the calculation of air mass flow rate and exit speed. State all
assumptions that were made. Tabulate your answers and measurements.
How do the theoretical thrust and measured thrust compare graphically? Provide possible
cause(s) of the discrepancies and improvement(s) in experimental procedure.
(NOTE: Cross-sectional area where measurements were taken for the compressor inlet
and exhaust are 0.0031 m2 and 0.0025 m2, respectively.)
6) For each RPM setting, calculate and plot the corresponding thrust-specific fuel
consumption, TSF C. Is there a trend between TSFC and RPM and, if so, why?

7) Calculate and plot the thermal efficiency, 𝜂th, of each RPM setting.
(NOTE: Refer to Appendix B for the relevant equations to use.)
8) Does the thermal efficiency calculated above seem reasonable? Why or why not? If not,
can you identify the possible source(s) of error and suggest a way to correct it/them?
(NOTE: Sensor(s) that is/are exposed to harsh conditions may wear down or fail.
Correction may be conducted in the form of a parametric study.)

6. WORKS CITED

[1] GE Gas Power, "Aeroderivative and heavy-duty gas turbines," GE, [Online]. Available:
https://www.ge.com/gas-power/products/gas-turbines. [Accessed 2021].
[2] Energy Market Authority, "Advanced CCGTs: Facilitating deployment of advanced
CCGTs," [Online]. Available: https://www.ema.gov.sg/advanced-ccgt.aspx. [Accessed
2021].
[3] S. Farokhi, Aircraft Propulsion, Wiley, 2014.
[4] Rolls-Royce plc, The Jet Engine, Wiley, 2005.
[5] Turbine Technologies, LTD, MiniLab: Gas Turbine Power System Operator's Manual
(Model ML-401), 1.21 ed., 2006.

7. REFERENCE MATERIALS

[1] H. I. H. Saravanamuttoo, Rogers, G. F. C., and Cohen, H., Gas Turbine Theory,
Prentice Hall, 5th edition, 2001.
[2] Srigrarom, S., E3.2A Performance of Gas Turbine Engine (Jet engine), School of
Mechanical and Aerospace Engineering, Nanyang Technological University,
Semester 2, AY 2008-09.
[3] Turbine Technologies, LTD, “MiniLab Gas Turbine Power System by Turbine
Technologies, Ltd.,” [Online]. Available: https://youtu.be/FsIGWZr8WQs. [Accessed
2021].

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APPENDIX A IDEAL GAS PROPERTIES OF AIR

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APPENDIX B SOME USEFUL EQUATIONS

�0 𝛾 − 1 2 𝛾−1 𝛾 �0 𝛾−1 2
= (1 +
Relation between stagnation, ( )0, and 𝑀 ) pressure,
static , =�, 1+ 𝑀 ,
and temperature, �, conditions:
(1)
� 2 � 2
� �
(2)
𝑀= = ,
𝑎 √𝛾��
where 𝑀 is Mach number, � is flow speed, 𝑎 = √𝛾�� is the speed of sound, 𝛾 is the
adiabatic constant (typically = 1.4 for air), and � is the specific gas constant.
First law of thermodynamics for a process (between two stages):
� = Δℎ − 𝑤 , (3)

where � is heat added for the process, Δℎ is the change in enthalpy across the process, and 𝑤 is
the work done on the flow by the process (i.e., positive for compressor, negative for turbine). Note
that turbomachineries can generally be assumed to be adiabatic (i.e., � = 0).
Entropy change between two stages for calorically perfect gas:
�2 �2 �02 �02
Δ𝑠1→2 = 𝑐𝑝 ln ( ) − �ln ( ) = 𝑐𝑝 ln ) − �ln ), (4)
( � � (
� 1 1 01 � 01

where 𝑐𝑝 is the specific heat capacity of the flow (constant since flow is calorically perfect).
Thrust equation:
�thrust = [(𝑚̇ 𝑎 + 𝑚̇ 𝑓 )�out − 𝑚̇ 𝑎 �in] + 𝐴out (�out − �in), (5)
where 𝑚̇ is the mass flowrate and the subscripts ( )in and ( )out correspond to the inlet and outlet
conditions, respectively. Note that (i) a stationary engine for ground tests can be assumed to have
negligible inflow speed and (ii) �in ≈ �out if the exit condition is subsonic.
Mass flow rate of air can be calculated by:
�
𝑚̇ 𝑎 = 𝜌𝑎�𝐴 = ( )
� 𝑎
�𝐴 , (6)
where 𝐴 is the area that air flow is crossing.
Thermal efficiency for turbojet engines: 2
1 2
Δ�̇𝑘 [(𝑚̇ + 𝑚̇ 𝑓 )�out − 𝑚̇ (6)
2� ] 𝑎
𝑎 in

in 𝑓 HV
where ( )̇ means rate (e.g., ,
𝜂th = 𝑘 is net rate of kinetic
Δ�̇ 𝑚̇ � energy addition to the propellant), �HV is the fuel heatin
�̇

=
Thrust-specific fuel consumption, TSFC:

TSFC = 𝑚̇ . (7)
�

thrust
Mechanical transmission efficiency: 𝑊̇comp
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𝑚̇ 𝑎 𝑤comp
=
𝜂mech = � turb (𝑚̇ + 𝑓)𝑤turb . (8)

�̇ 𝑎 𝑚̇

where 𝑊̇ denotes power and ( )comp and ( )turb refer to the compressor and turbine, respectively.

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APPENDIX C OPERATING PROCEDURES

C.1 PRE-START CHECKLIST

1. AREA CHECK to generally assess and verify suitability for operation:

(i) Exhaust Turned to MANUAL MODE; ON with GREEN
BUTTON and showing GREEN LIGHT.
(ii) Ventilaton ON with both GREEN BUTTONS pressed and two
GREEN LIGHTS shown.
(iii) Compressor EMERGENCY STOP BUTTON released; ON with
first ORANGE BUTTON, then GREEN BUTTON.
(iv) Power Connected to common ELECTRICAL OUTLET
and ON.
(v) Compressed Air Supply ON with YELLOW LEVER at horizontal position.
(vi) Safety Exit Closest door to EXIT building unlocked.

2. PERSONAL PROTECTION EQUIPMENT such as hearing protection and safety glasses

are REQUIRED and must be made AVAILABLE AND USED for all individuals within
the operating area of the MiniLabTM.

3. FIRE EXTINGUISHERS should be available. A responsible individual should LOCATE

and FAMILIARIZE themselves with operation of the fire extinguishers.

4. CASTER WHEELS must be in the LOCKED position prior to operation, preventing

movement that may pose a safety hazard.

5. KEYED MASTER SWITCH to the OFF position puts the system into a known, safe
condition from which it can be properly started.

6. Move the POWER LEVER to the MINIMUM POWER, FULL AFT POSITION so the
system is in a known, safe condition from which it can be properly started.

7. VISUAL INSPECTION is required to verify the condition of the entire MiniLabTM system
prior to operation. Items to check include:
(i) Viewing Shield Intact; In place; Clean.
(ii) Silencer Secured; Not pressing on air tube.
(iii) Inlet Ducting Free from obstruction; No loose items.
(iv) Exit Ducting Free from obstruction; No loose items.
(v) Engine Mounting Securely attached; Thrust sensor TARE WEIGHT
to confirm BALANCED ROD securely adjusted.
(vi) Engine Fluid Lines AIR, OIL, and FUEL LINES securely attached.
(vii) Engine Sensor Lines Securely attached.

8. Fuel Quantity – Check for amount sufficient to conduct the intended run.

9. Oil Quantity – Verify proper level of oil present in the tank.

10. Oil Pressure – Should indicate a minium of 10 psi (70 kPa) on the operator panel gauge
to confirm that OIL is able to cool engine and lubricate shaft roation.

11. Air Pressure – Should indicate a minimum of 120 psi (827 kPa) on the operator panel
gauge to confirm that COMPRESSED AIR is able to start the stationary engine.

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12. Electrical system – Connect suitable or correct service to MiniLabTM.

13. Computer DAQ system USB cable should be connected to the DigiDAQ system
receptacle on the left side of the MiniLabTM.

14. Computer DAQ System – Should be turned on.

15. AH observers must be BRIEFED and aware of the safety requirements of being in the
proximity of an operating jet engine. This includes awareness of intake and exit hazards,
as well as the need for proper hearing protection.

16. Ensure that a final check of all items is complete and verify that each checklist item has
been covered.

C.2 START, OPERATION, AND SHUTDOWN

The following steps must be followed to ensure the OneTouch Autostart System functions
correctly:
1. The KEYED MASTER SWITCH should be turned ON.

2. VERIFY that the Turbine Inlet Temperature panel meter marked TIT powers ON.

3. VERIFY that the Exhaust Gas Temperature panel meter marked EGT powers ON.

4. VERIFY that the RPM panel meter marked RPM powers ON.

5. The engine POWER LEVEL should be moved to the MAXIMUM POWER, FULL
FORWARD POSITION to verify freedom of movement throughout the full range of
throttle position.

6. With the POWER LEVEL FULL FORWARD as in the previous step, VERIFY that the
THROTTLE POSITION FLAG ILLUMINATES on the LCD display.

7. The engine POWER LEVER may now be returned to the MINIMUM POWER, FULL
AFT POSITION. As with an earlier step, this verifies that the throttle functions correctly
throughout the full range of motion.

8. With the POWER LEVER in the IDLE or FULL AFT POSITION, the LCD DISPLAY
should display RDY which indicates that the MiniLabTM is READY for engine start.

9. ENGINE START may now be initiated by pressing the GREEN START BUTTON.

10. Once the GREEN START BUTTON has been pressed, the OneTouch System will
initiate the engine start sequence. High pressure air is directed into the engine to cause
rotation. The high voltage ignition system is also turned on that produces an electric
arc in the burner can. When the proper RPM is reached, fuel is introduced to the engine
and sprayed into the combustion chamber. The arc ignites the fuel and combustion
begins. Expanding combustion gases further the start process. While start is
progressing, the OneTouch System monitors a variety of system parameters to ensure
a safe and efficient start. A normal start will take approximately 25 seconds to
complete. An abnormal start will result in the immediate shutdown of the start sequence.

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11. Once the engine is running at idle, the LCD DISPLAY will display RUN indicating that
the engine is properly running and ready for data collection or demonstration.

12. The FULL RANGE OF engine POWER is now AVAILABLE allowing the engine to be
operated as required. Advancing the POWER LEVER away from the operator towards
the test cell allows more fuel into the engine, increasing RPM, power and thrust
produced. Moving the POWER LEVER towards the operator reduces the amount of fuel
flowing into the engine, decreasing RPM, power and thrust. All POWER LEVER
movements should be smooth and deliberate. Avoid rapid or jerky movements of the
POWER LEVER.

13. The engine may be operated at any power setting for any amount of time. A typical
reading should take approximately 20 to 30 seconds.

14. The engine may be STOPPED at any time by pressing the RED STOP BUTTON. Only
release the button when system has come to a FULL STOP to avoid unwanted restart.

15. After the engine has spooled down, RDY will once again be displayed on the LCD
DISPLAY indicating that the engine is ready for another start.

16. If it is determined that the air clearing procedure is required, complete the following steps:
(i) Verify that the engine is OFF.
(ii) Position the POWER LEVER into the middle position.
(iii) Verify that THROT POSITION FLAG illuminates on the LCD Display.
(iv) Push the RED STOP BUTTON once to arm the air cleaning function.
(v) Push the GREEN START BUTTON to activate the air cleaning function.
Normal starting air will flow into the engine for 5 seconds. Repeat as
(vi) Refer to Section 5.3.3 of the operator's manual [5] if in doubt.
necessary.

C.3 DATA ACQUISITION

1. To begin, switch on the computer and double click “MiniLab 1.2” to open the data
acquisition (DAQ) interface, as shown in Figure 3.

2. For data collection:

(i) Select “Log Data to File” button to record data to DESKTOP.
(ii) Enter the “File Name” and end the name with “.xls” to save in MICROSOFT
EXCEL format.
(iii) The software will then automatically record ALL readings.
(iv) Select “End Data Log” (not shown in Figure 3 as it appears only after “Log
Data to File” is pressed) to end recording.
(v) Check file at desktop to confirm that it has been saved. Open to verify that the
necessary information has been recorded for post processing.

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Figure 3: MiniLabTM, the data acquisition interface by Turbine Technologies LTD. Note that the illustrated version is from 2012,
which may differ from the prevailing updated version used in the lab. However, all features should generally be the same.

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APPENDIX D SENSOR LIST

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NANYANG TECHNOLOGICAL UNIVERSITY

School of Mechanical and Aerospace Engineering

EXPERIMENT E3.2A PERFORMANCE OF A GAS TURBINE ENGINE (JET ENGINE)

LOG SHEET

Name:

Date: Time: AM / PM

Submit To:

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