Aircraft General Knowledge

Engines
Lesson 18: The Gas Turbine Exhaust System
Lesson Contents
• The Exhaust System
• Noise Supression
• Thrust Reversing Systems
• Reverse Thrust Operation
• Temperature Measurement
• The Danger from Jet Efflux
The Exhaust System
• Straightens, accelerates and directs the exhaust
gases to maximise thrust.
• Minimises noise.
• The design significantly affects overall
performance.
• In a turbo-prop engine: expels low energy waste
gas.
• Gas velocity is slowed using a tail cone to minimise
friction losses.
The Exhaust System
• Gas velocity is held at about 290m/sec (Mach 0.5
relative to the exhaust system) until it reaches the
propelling nozzle.
• The nozzle forms a convergent duct that converts
pressure back to velocity.
• Gas can accelerate to about Mach 1.0.
• Beyond this speed the nozzle is choked and
back-pressure builds up in the exhaust.
Pressure Thrust
• The difference between the static pressure
in the exhaust and ambient gives pressure
thrust which adds to the thrust obtained
from the momentum of the gas.
• Pressure thrust can be maximised by adding
a divergent section after the throat.
• A convergent-divergent nozzle.
Components
The rear cone
The swirl vanes
The propelling nozzle
Low and Medium Bypass Engine Exhaust

Low and medium by pass engines combine

the hot and cold streams before exhausting
them
 High Bypass Engine Exhaust

High bypass engines have two separate exhausts for the

hot and cold gases
Noise Suppression
• Noise is caused by the violent turbulence and
rapid shearing action associated with high
speed gases exiting from the exhaust section.
• Mixer chutes combine the high and low speed
gases to produce a slower speed, quieter
exhaust.
 Cold Bypass Air Insulation

On high bypass engines the bypass air is ejected

around the high velocity core air, effectively sheathing
it.
Noise Suppression

scarfed nacelle to reduce noise

 Thrust Reversing
• Is used on landing and for rejected take-offs to
reduce the load on the wheel braking system and to
reduce the length of the landing run.
• The maximum reverse thrust available is only about
45% of maximum forward thrust.
• Must be carefully designed to ensure that hot gas is
not re-ingested.
• Turbine exhaust can be reversed by up to 130º to
produce a strong retarding force.
 Thrust Reversing
• The cold stream can be reversed through a smaller
angle.
• Consequently cold stream reversal is not as effective.
• On high bypass engines normally only the cold
stream is reversed.
• On low bypass engines clam shells or bucket shells
extend into the core exhaust gases to reverse their
flow.
Clamshell Doors and Buckets
Cold Stream Reversal
Interlock Protection
• Reverse thrust systems must be protected by interlocks.
There are normally three separate locks.
• One is operated from the flight deck, two are controlled
by the engine.
• Amber warning lights on the flight deck indicate when
the reverser doors are unlocked.
• The system can’t deploy until the aircraft is on the
ground and the engine is at idle RPM.
• Full reverse thrust cannot be selected until the thrust
reverser mechanism has fully travelled.
 Boeing Control System
• When the thrust levers Seperate thrust
are fully retarded, and reverse levers
the aircraft is on the
ground, the reverse
thrust levers can be
pulled up to activate the
thrust reverse system.
 Airbus Control System
• The main thrust
levers select and
control reverse
thrust.
Levers are moved back
through an interlocked gate
beyond the idle position
Temperature
Measurement
• Excessive temperatures shorten the life of the engine.
They can also result in catastrophic failure of the
turbine discs.
• Any temperature exceedence, whether intentional or
otherwise, must be recorded in the maintenance log.
• Temperature variations impose significant thermal
stress on the turbine.
• Temperature sensors are located at several points in
the exhaust and turbine areas.
Thermocouple as temp. sensor
EGT measurement
thermocouples are used to measure EGT.
Heat is transformed into electrical current.
Jet Efflux
• Is a serious safety hazard to ground personnel.
• The hazard area extends several tens of metres
behind the engine - even at idle RPM.
• Extreme care must be taken not to approach the
rear of a running engine.
• Caution when applying thrust in congested areas.
• Especially when starting to move or initiating a
tight turn.