GAS TURBINE ENGINE

PRESENTER: KADIR YASIN

DATE:17TH- 08- 2020
 BRIEF HISTORY OF GAS TURBINE
ENGINE

Although earliest models of steam turbine

date back in the 17th century, practical
application of turbine engine was delayed
until 20th century.
A number of scientist were behind
this discovery.
Among them is an English philosopher and
mathematician sir Isaac newton
CONT
.

He formulated the three laws of motion

which formed the basis of modern jet
propulsion.
 TURBINE ENGINE FUNDAMENTALS

Newton’s First Law

“A body will remain at rest or continue its
uniform motion in a straight line until acted
upon by an external net force.”
Newton's first law of motion is also
often referred to as the law of inertia.
The larger the mass, the greater the inertia.
 NEWTON’S SECOND LAW OF
MOTION
“The acceleration of a body is directly
proportional to the force applied to it and is
inversely proportional to the mass of the body.”
Force = Mass x Acceleration,
or F = M x A,
where: F = Force in pounds, M = Mass in
lbs./ft/sec.², A = Acceleration in ft/sec.²
So, the force developed by a gas
turbine engine is proportional to:
 The mass of air flowing through the engine;
 The acceleration given to that mass of air.
NEWTON’S THIRD LAW OF MOTION
Newton’s Third Law of motion states: “For
every action, there is an equal and opposite
reaction.”
“Equal” means equal in size and “opposite”
means opposite in direction.
Rockets and reaction-jet thrusters rely on
Newton’s Third Law of Motion for their effect
 THE ACTION OF EXHAUST GASES
LEAVING A TURBOJET ENGINE PRODUCE
A REACTION CALLED THRUST. THIS IS
NEWTON’S THIRD LAW OF MOTION IN
RESPECT OF GAS TURBINES.
 0000

Actio
n Reactio
n

Reactio
n
Actio
FORCE
Force is defined as the capacity to do work, or
the tendency to produce work.
It is also a vector quantity that tends to
produce acceleration of a body in the direction
of its application.
It can be measured in units of pounds.
CONT
.

Turbojet and turbofan engines are rated

in pounds of thrust.
The formula for force is: Force = Pressure
x Area, or F = P x A
Where: F = Force in pounds
P = Pressure in pounds per square inch (psi) A
= Area in square inches.
EXAMPLE: The pressure across the opening
of a jet tailpipe (exhaust nozzle) is 6 psi above
ambient and the opening is 300 square inches.
What is the force present in pounds?
F= P x A
F = 6 x 300
F = 1800 pounds.
Work
Work = force × distance
Force can act on an object vertically,
horizontally and downward direction or any
where in between.
Power work performed per unit of time is
power.
Power is measured in units of foot pounds per
second, foot pounds per minute, or mile
pounds per hour.
The formula for power is: Power = Force
x Distance F x D
Where: P = Power in foot pounds per minute;
Speed and velocity
Velocity deals with how far an object moves, what
direction it moves, and how long it takes it to
move that far.
Velocity and speed are expressed in the same
unit.
Velocity has that aspect of direction which speed
does not have.
Acceleration
Acceleration is defined as a change in velocity
with respect to time,
Acceleration=final velocity- initial velocity
time
The acceleration rate due to gravity, when an
object is in free fall with no drag, is 32.2 feet
per second/second.
When anobject accelerates at this rate, it
is experiencing what is known as a force of 1
“g”.
If we divided the acceleration rate for the
example fighter airplane by 32.2, we would
discover how many “g” forces it is experiencing
ENERGY
Energy is used to perform useful work.
In the gas turbine engine this means
producing motion and heat.
The two forms of energy which best describe
the propulsive power of the jet engine are:
potential and kinetic energy.
Potential energy
Energy stored by an object by virtue of its
position.
Kinetic Energy
The energy possessed by a body because of
its motion,
Horsepower
This is 33000 ft/lb of work done in 1 minute.
BERNOULLI’S THEOREM
The principle is stated as follows: “When a fluid or
gas is supplied at a constant flow rate through a
duct, the sum of pressure (potential) energy and
velocity (kinetic) energy is constant.”
 PRESSURE CAN BE CHANGED IN THE
GAS TURBINE ENGINE BY ADDING OR
REMOVING HEAT, CHANGING THE
NUMBER OF MOLECULES PRESENT, OR
CHANGING THE VOLUME IN WHICH THE
GAS IS CONTAINED.
There are many examples within a gas
turbine engine of the application of Bernoulli’s
Theorem:
 the air passages between individual blades of a
compressor or turbine;
 the diffuser section of a centrifugal compressor;
 the cross-sectional shape of engine inlet and
exhaust ducts;
 the entire gas flow path through the engine.
BERNOULLI’S THEOREM -
PRESSURE VELOCITY TEMP GRAPH
The application of Bernoulli’s Theorem in
a typical single-spool axial flow turbo-jet
engine
 PR\
OPiEILUNG

COMB1USTI() XPAN ·10

1:
N
·g ti· , .q
-
3000 ec. 150
20
3500 2500
12
200 2000
100
.500 1500
75
1000 1000 TYPIICAJL SI · -·
AXIAJL F .OW TURBO NG,II
SPOO
BRAYTON CYCLE
The Brayton cycle is also widely known as a
“constant pressure cycle”.
The reason for this is that in the gas turbine
engine, pressure is fairly constant across the
combustion section as volume increases and
gas velocities increase
 r D
I E
n ' 1
Ill
)
1 TURBINEWOR
C,O ... 0 WORK '\ I
K
' 1
!

M' u0, I
\
'

'
, L
1 fl

\ \lo ) PR !.
" .. Ill •
•••• . •• • Ill •
"
-=
I a

SUR
II
• Ill
Ill
•

A C I .. " N

l vl
II

VOLUME ( .ua C
EE ) AUST
1

ALIA
A to B indicates air entering the engine at
below ambient pressure due to suction and
increasing volume due to the divergent shape
of the duct in the direction of flow.
B to C shows air pressure returning to ambient
and volume decreasing.
C to D shows compression occurring as
volume is decreasing.
D to E indicates a slight drop in pressure,
approximately 3%, through the combustion
section and an increasing volume.
This pressure drop occurs as a result of
combustion heat added and is controlled by
the carefully sized exhaust nozzle opening.
E to F shows a pressure drop resulting from
increasing velocity as the gas is accelerated
through the turbine section.
 F to G shows the volume (expansion)
increase which causes this acceleration. G
completes the cycle as gas pressure returns
to ambient, or higher than ambient at the
nozzle if it is choked.
TURBINE ENGINE CONSTRUCTIONAL
DESIGN
PRESENTER: KADIRYASIN
DATE: 17TH- 08- 202
DURATION: 2 HOURS
A significant feature of the gas turbine engine is that
a separate section is devoted to each function.
All function are performed simultaneously
without interruption.
A typical gas turbine engine consists
of:
(1) An air inlet.
(2) Compressor section.
(3) Combustion section.
(4) Turbine section.
(5) Exhaust section.
(6) Accessory section.
(7) The systems necessary for:
starting,
 lubrication,
fuel supply,
and auxiliary purposes, such as anti-icing, cooling, and
pressurization.
The major components of all turbine engines are
basically the same.
• The greatest single factor influencing the
construction features of any gas turbine engine is the
type of compressor (axial flow or centrifugal flow).
CONT.
 WHAT PHYSICAL EFFECT DO YOU NOTICE
BETWEEN THE TWO TYPES OF COMPRESSORS?
Answer
There is a difference in their length and diameter.
AIR ENTRANCE
The air entrance is designed to conduct incoming air to
the compressor with a minimum energy loss
resulting from drag or ram pressure loss; that is the flow
of air into the compressor should be free
of turbulence to achieve maximum operating efficiency.
The amount of air passing through the engine is
dependent upon three factors:
(1) The compressor speed (r.p.m..)
(2) The forward speed of the aircraft.
(3) The density of the ambient (surrounding) air.
Inlets may be classified as:
(1)Nose inlets, located in the nose of the fuselage, or
powerplant pod or nacelle.
(2)Wing inlets, located along the leading edge of
the wing, usually at the root for single engine
installations.
(3)Annular inlets, encircling, in whole or in part, the
fuselage or powerplant pod or nacelle.
(4)Scoop inlets, which project beyond the immediate
CONT.
(5) Flush inlets, which are recessed in the side of
the fuselage, powerplant pod, or nacelle.
There are two basic types of air entrances in use:
the single entrance and;
 the divided entrance
It is advantageous to use a single entrance with an
axial- flow engine to obtain maximum ram pressure
through straight flow.
• A dividedentrance offers greater opportunity to diffuse
the incoming air and enter the plenum chamber with the
low velocity required to utilize efficiently a double-
entry compressor.
The plenum chamber is a storage place for ram air.
 GAS TURBINE ENGINE
COMPRESSORS
PRESENTER: KADIR YASIN
DATE 20TH- 08- 2020
DURATION: 2 HOURS
INTRODUCTI
ON

Compressor is one of the most important

components.
It is the task of the compressor to increase the
pressure of the airstream.
The process is accomplished by supplying
mechanical energy [= work] to the compressor.
The rotating blades exert aerodynamic forces on
the airflow.
COMPRESSOR SECTION
• The primary function of a compressor is to force air
into the engine for supporting combustion and
providing the air necessary to produce thrust.
secondary function:
• compressor supplies bleed air to cool the hot
section and heated air for anti-icing.
• In addition, compressor bleed air is used for:
cabin pressurization,
air conditioning,
 fuel system deicing,
 pneumatic engine starting,
Auxiliary drive units
Control boosters servo systems.
Measuring compressors effectiveness
compare the static pressure of the compressor
discharge with the static air pressure at the inlet.
If the discharge air pressure is 30 times greater
than the inlet air pressure, that compressor has a
compressor pressure ratio of 30:1.
1 2 5
Compressor types
Two types of compressors are:
Centrifugal flow and,
the axial flow compressor.
Centrifugal compressors
Centrifugal compressors consists of
Impeller, made from forged
aluminum alloy
Fixed diffuser and,
Compressor Manifold.
Pressure may be increased by arranging two single
face compressors in a row.
Impe1ler
Djffuser

(A}

Compressor manifold
 Cooling im peller

O,mpn-,. 'sOr coupling

· Front ·henr

\ I
ing:

Front lw.tring
n •h \i ner nu t·'

Center be-,uing

Compressor
Derivative of single face compressor was the
double face compressor.
Major benefit of centrifugal compressor
Large pressure ratio per stage
Low cost of manufacture.
Operating principle
The impeller is driven by the turbine and
revolves at high speed.
Inlet guide vanes direct airflow to the outer
circumference on the compressor.
Airflow is induced by high rotational speed of the
impeller.
The process:
Builds up pressure and also,
Discharges airflow from the impeller at high velocity.
In the diffuser section
Kinetic energy of high velocity air is converted to
pressure energy.[ low velocity high pressure airflow]
The diffuser also serves to:
Straighten the flow, and to,
Change its direction to 90 degrees
Constructional features
Centrifugal
Centrifugal compressors are mounted on ball or roller
bearings.
They are driven by turbine stage[s].
The connecting shaft may be in two parts with self
aligning coupling.
The discs are forged with vanes straight.
Separate rotating guide vanes are attached to the
front of the impeller.
Diffuser assemblies are often part of the
compressor case.
AXIAL COMPRESSOR

• The axial-flow compressor has two main elements,

 a rotor and,
 a stator.
• The rotor has blades fixed on a spindle.
• These blades impel air rearward in the same manner
as a propeller because of their angle and airfoil
contour.
 AXIAL FLOW COMPRESSOR
PROCESS

• The rotor, turning at high speed, takes in air at the

compressor inlet and impels it through a series
of stages.
• The action of the rotor increases the compression of
the air at each stage and accelerates it rearward
through several stages.
• Energy is transferred from the compressor to the air
in the form of velocity energy.
The stator blades act as diffusers at each stage,
partially converting high velocity to pressure.
Each consecutive pair of rotor and stator
blades constitutes a pressure stage.
The number of rows of blades (stages) is determined
by the amount of air and total pressure rise required.
The greater the number of stages, the higher
the compression ratio.
Constructional design axial compressor
The stator has rows of blades, or vanes, dovetailed into
split rings, which are in turn attached inside an
enclosing case.
The stator vanes project radially toward the rotor axis
and fit closely on either side of each stage of the rotor.
The compressor case, into which the stator vanes
are fitted, is horizontally divided into halves.
Either the upper or lower half may be removed for
inspection or maintenance of rotor and stator
blades.
The function of the vanes is twofold.
They are designed to receive air from the air inlet duct
or from each preceding stage of the compressor and
deliver it to the next stage or to the burners at a
workable velocity and pressure.
They also control the direction of air to each rotor
stage to obtain the maximum possible compressor
blade efficiency.
The rotor blades are usually preceded by an inlet
guide vane assembly.
The guide vanes direct the airflow into the first
stage rotor blades
 F r o n t crn np :res. ll-e..az· c o Te .s:
'i,.,·r­ mp $0J.
.:.,.1:a-t-or -c sio g . a tor in g

ca

Q ):m ""SOJ"
CoD1preS1Sor
pr["(!!nt f r.a n
rotor
•

.Ft tr
Front <.;(Jo pr ..
oc> m I" r
pr· .!,".f •.i:to: r ·
.ia:a.t ot' c a s i ng
c as in
g
The inlet guide vanes are curved steel vanes
usually welded to steel inner and outer shrouds.
The inlet guide vanes may be preceded by a
protective inlet screen.
At the discharge end of the compressor, the stator
vanes are constructed to straighten the airflow to
eliminate turbulence.
The casings of axial-flow compressors:
•support the stator vanes and, provide the outer
wall of the axial path the air follows, and,
also provide the means for extracting compressor air
for various purposes.
The stator vanes are usuallv made of steel with
corrosion- and erosion-resistant qualities.
They are shrouded (or enclosed).
The vanes are welded into the shrouds, and the outer
shroud is secured to the compressor housing inner
wall by radial retaining screws.
• The rotor blades are usually made of stainless steel.
They are commonly fitted into disks by either bulb-
type or fir-tree-type roots.
( A ) Bul ., ruo { B} Fir-tn e
t root
The blades are then locked by means of screws,
peening, locking wires, pins, or keys.
The blades vary in length from entry to discharge
because the annular working space.
Rotor features:
drum-type or
 disk-type construction.
 THE DRUM-TYPE ROTOR CONSISTS OF RINGS
THAT ARE FLANGED TO FIT ONE AGAINST THE
OTHER, WHEREIN THE ENTIRE ASSEMBLY CAN
THEN BE HELD TOGETHER BY THROUGH
BOLTS.
l-411F Dru pe· c o m .t
The disk-type rotor
consists of a series of
disks machined from
aluminum forgings,
shrunk over a steel
shaft, with rotor
blades dovetailed
into the disk rims.
 Advantages and disadvantages of axial and
centrifugal compressors
Centrifugal
Axial compressor
compressor • High ram effect
• High pressure rise per efficiency
stage • High peak
• Good efficiency over pressure
wide speed range. • Small frontal
• Simplicity of area.
manufacture, low cost.
 Centrifugal

compressor
•Low weight.
•Damage tolerant Disadvantages
Disadvantages • Complex manufacture
Large frontal area. • Relative high weight.
Limited to two stages
CONT. DISADVANTAGES

• High starting power.

• Low pressure rise per
stage
 GAS TURBINE ENGINE
COMBUSTION
SECTION
PRESENTER: KADIR YASIN DURATIION: 2
HOURS DATE:
Introduction
The combustion section houses the process by
which the energy contained within the fuel/ air is
released.
Combustion section is located between the
compressor diffuser and turbine section.
Function
The primary function of the combustion section is
to burn the air/fuel mixture adding heat energy to
air.
The second essential task is to provide correct
fuel/air mixture for efficient burning.
All combustion chambers contain the
following elements:
An outer casing,
A perforated inner liner,
A fuel injection system,
Means of ignition and, A
fuel drainage system.
. . . . . . P R I M A RY A.OW
SECONDARY FLOW
Types of combustion chamber
There are three basic types of combustion
chamber:
 Multiple combustion chamber or can type
 The annular or basket type
 The can-annular combustion
The multiple
The can-type combustion chamber is typical of
the type used on both centrifugal- and axial-flow
engines.
It is particularly well suited for the
centrifugal compressor engine
 Thenumber of chambers will vary, as few as two
and as many as 16 chambers have been used.
 Each of the can-type combustion chambers
consists of an outer case or housing, within which
there is a perforated stainless steel (highly heat
resistant) combustion chamber liner or inner
liner.
The outer case is divided to facilitate
liner replacement.
The larger section or chamber body encases the
liner at the exit end, and the smaller chamber cover
encases the front or inlet end of the liner.
The interconnector (flame propagation) tubes are
a necessary part of the can-type combustion
chambers.
Each can is a separate burner
operating independently of the other
cans.
Combustion initiated by spark plug
igniter is spread
using interconnector tubes.
The spark igniters previously mentioned are normally
two in number, and are located in two of the can-type
combustion chambers.
Another very important requirement in the construction
of combustion chambers is providing the means for
draining unburned fuel.
Annular type combustion chamber
This provides the most efficient use of
volumetric space.
It is a single concentric flametube
 Advantages of using annular combustion
chamber
 25 percent reduction in weight.
 Circumferentialpressure equalizing is
greatly enhanced
Can- annular type
The supply of secondary air to the flame tubes
is made through a common air casing.
The primary air for combustion is supplied
through individual air intakes.
Types of flow
There are two types
 Straight through;
 Reverse flow.
Straight flow takes in air at the front and
discharges it at the rear.
Reverse flow
The air from the compressor flows around the
chamber and entering from the rear.
Combustion gases flows in opposite direction
to the normal flow through the engine.