DCAM PT 66 TRAINING MODULE 15.7 Exhaust

Malaysian Institute of Aviation Technology
GAS TURBINE ENGINE

MODULE 15.7
EXHAUST
Issue: 01 Module 15.7 1

Revision: 00
15.7 EXHAUST
15.7.1 Constructional features and principles of

operation
15.7.2 Convergent, divergent and variable area
nozzles
15.7.3 Engine noise reduction
15.7.4 Thrust reversers
Issue: 01 Module 15.7 Page No: 2

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15.7.1 EXHAUST SECTION – Construcctional

features and principles of operation
- The design of a turbojet exhaust section exerts
tremendous influence on the performance of an engine.
- Size and shape of an exhaust section and its components
affect the temperature of the air entering the turbine
(TIT), mass airflow through the engine and the velocity
and pressure of the exhaust jet
- Typical exhaust section located from the rear of the
turbine section until where the gases leave the engine.
- Comprised of
1. exhaust cone
2. tailpipe ( exhaust duct )
3. exhaust nozzle
Issue: 01 Module 15.7.1 Page No: 3
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BASIC COMPONENTS OF GAS TURBINE ENGINE

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TYPICAL EXHAUST SYSTEM

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EXHAUST SECTION con’d

1. EXHAUST CONE
 Purpose of the exhaust cone is to collect the exhaust gases
discharged from turbine discharge and gradually converts
them into a uniform wall of gases ( convergent duct)
 Typical exhaust cone consist of
1. outer duct (shell)
2. inner cone (tail cone or exhaust plug)
3. two or three hollow strut
4. tie-rod
 Outer duct provides housing for the inner cone and
mounting for hollow strut

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1. EXHAUST CONE con’d

 The tail cone shape acts to form a diffuser within the
exhaust cone and the resulting pressure buildup reduces
turbulence downstream of the turbine wheel.
 Radial strut supports the inner cone and help
straighten the swirling exhaust gases before the
gases pass into the jetpipe.
 The tail cone and struts add strength to the duct, impart
an axial direction and smooth the gas flow
 Tie rod – to assist the strut in centering the inner cone
within the outer duct.

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EXHAUST
CONE

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2. TAILPIPE ( EXHAUST DUCT OR JETPIPE )

 It is an extension for the exhaust section that direct the
hot gases safely from the cone to the nozzle.
 Is not a necessary component for the exhaust section
depending on the type of engine that is fitted to the
aircraft.
 Tailpipe is normally fitted to an engine that is installed
inside the fuselage, to protect the surrounding airframe.
 Engine installed in a nacelle or pod, normally has no
tailpipe, in which the exhaust nozzle is directly fitted to
the exhaust cone.
 The tailpipe is a convergent duct

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TYPICAL EXHAUST SYSTEM ( EXHAUST DUCT OR JETPIPE )

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3. EXHAUST NOZZLE
 To provide exhaust gases with final boost in velocity.

 Two type of exhaust nozzle
1. convergent
2. convergent-divergent
 Convergent shape of exhaust nozzle produces a venturi
that accelerate the hot gases and increase engine thrust.
 Normally used on subsonic engine.
 Convergent-divergent normally fitted to the supersonic
engine.
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3. EXHAUST NOZZLE con’d

 Converging portion of the exhaust nozzle accelerate the hot
gases to supersonic speed at narrowest part of the duct.
 Once accelerate further in divergent portion, so exhaust gases
exit the nozzle well above speed of sound
 In low by-pass ratio engines flow of the cool and hot gases
combined in a mixer-unit to ensure mixing of the two stream
prior the exiting the engine. See figure below.
 In high by-pass ratio engines, cold bypass air mixes with hot
gases externally after the gases exit the engine. See fig. below.
 In some high bypass ratio engines, use of a common or
integrated exhaust nozzle combines the two gas streams and
partially mixes the gas flows prior to ejection to atmosphere.
See figure below.
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TYPICAL EXHAUST SYSTEM ( EXHAUST NOZZLE )

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Exhaust system
- Gas turbine engines have an exhaust system which passes the
turbine discharge gases to atmosphere at a velocity and in the
required direction to provide the resultant thrust.
- The velocity and pressure of the exhaust gases create the
thrust in the turbojet engine, but in the turbo-propeller engine
only a small amount of thrust is contributed by the exhaust
gases, because most of the energy has been absorbed by the
turbine for driving the propeller.
- The temperature of the gas entering the exhaust system is
between 550 and 850 deg.C or higher. Therefore, it is necessary
to use materials and form a construction that will resist
distortion and cracking, and heat conduction to the aircraft
structure.
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Principles of operation of Exhaust system

- Gases fron the engine turbine enters the exhaust system
at velocities from 750 to 1200 ft./sec, but, because
velocities of this order produce high friction losses, the
speed of flow is decreased by diffusion.
- Diffusion is accomplished by having an increasing passage
area between the exhaust cone and the outer wall of the
exhaust duct.
- The exhaust cone also prevents the exhaust gases from
flowing across he rear face of the turbine disc.
- The velocity at the exhaust unit outlet is usually about
Mach 0.5, approx. 950 ft./sec.
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- Additional losses occur due to the residual whirl velocity in

the gas stream.
- To reduce these losses, the turbine rear struts in the
exhaust unit are designed to straighten out the gas flow.
- The exhaust gases pass to the atmosphere through the
propelling nozzle, which is a convergent duct, thus increasing
the gas velocity.
- In turbojet engine, the exit velocity of the exhaust gases is
subsonic at low thrust conditions only. During most operating
conditions, the exit velocity reaches the speed of sound in
relation to the exhaust gas temperature, and the propelling
nozzle is said to be ‘choked’, that is, no further increase in
velocity can be obtained unless temperature is increased.

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- As the upstream total pressure is increased above the

value at which the propelling nozzle becomes ‘choked’, the
static pressure of the gases at exit increases above
atmospheric pressure. This pressure difference across the
propelling nozzle gives what is known as ‘pressure thrust’
and is effective over the nozzle exit area.
- This is additional thrust to that obtained due to the
momentum change of the gas stream.

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15.7.2 Convergent, convergent-divergent and variable

area nozzles
1. Convergent nozzle
- A Convergent shape of exhaust nozzle produces a venturi that
accelerate the hot gases and increase engine thrust.
Normally used on subsonic engine.

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CONVERGENT NOZZLE

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2. Convergent-divergent nozzle
- A convergent-divergent shaped nozzle is used by supersonic

aircraft. See figure below.
- From the figure below, it can be seen that the convergent
section exit now becomes the throat, with the actual exit now
being at the end of the flared divergent section.
- When the gas enters the convergent section of the nozzle, the
gas velocity increases with a corresponding fall in static
pressure.
- The gas velocity at the throat corresponds to the local sonic
velocity.

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2. Convergent-divergent nozzle – con’d
- As the gas leaves the restriction of the throat and flows into
the divergent section, it progressively increases in velocity
towards the exit.
- A component of this force acting parallel to the longitudinal axis
of the nozzle produces the further increase in thrust.
- The propelling nozzle size is extremely important and must be
designed to obtain the correct balance of pressure, temperature
and thrust.
- With a small nozzle, values of pressure, temperature and thrust
increase, but there is a possibility of engine surging.
- With a large nozzle, the values obtained are too low.

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CONVERGENT-DIVERGENT NOZZLE

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3. Variable area nozzle

- A fixed area propelling nozzle is only efficient over a narrow
range of engine operating conditions.
- To increase this operating range, a Variable area nozzle may be
used.
- Variable area nozzle is usually automatically controlled and is
designed to maintain the correct balance of pressure and
temperature at all operating conditions.
- In practice, this system is seldom used as the performance gain
is offset by the increase in weight. However, with afterburning
a variable area nozzle is necessary.

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VARIABLE EXHAUST NOZZLE

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VARIABLE EXHAUST NOZZLE

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15.7.3 Engine Noise Reduction ( Noise Suppression )

1. Engine noise
- Significant sources of engine noise originate in the fan or
compressor, the turbine and the exhaust jet or jets.
- These noise sources obey different laws and mechanisms of
generation, but all increase with greater relative airflow
velocity.
- Exhaust jet noise varies by a larger factor than the compressor
or turbine noise, therefore a reduction in exhaust jet velocity
has a stronger influence than an equivalent reduction in
compressor and turbine blade speeds.
- The unit that is used to express noise annoyance is the
‘Effective Perceived Noise deciBel (EPNdB).
- 60 dB is comfortable for human, 130dB above can cause pain.
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1. Engine noise – con’d

- Jet exhaust noise is caused by the violent and hence extremely
turbulent mixing of the exhaust gases with the atmosphere and
is influenced by the shearing action caused by the relative
speed between the exhaust jet and the atmosphere.
- The small eddies created near the exhaust duct cause high
frequency noise but downstream of the exhaust jet the larger
eddies create low frequency noise.
- Additionally, when the exhaust jet velocity exceeds the local
speed of sound, a regular shock pattern is formed within the
exhaust jet core.
- This produces discrete (single frequency) tone and selective
amplification of the mixing noise, see figure below.

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- A reduction in noise level occurs if the mixing rate is
accelerated or if the velocity of the exhaust jet relative to the
atmosphere is reduced.
- This can be achieved by changing the pattern of the exhaust
jet as shown in fig. below.
- With the pure jet engine, the exhaust jet noise is of such a
high level that the turbine and compressor noise is insignificant
at all operating conditions, except low landing-approach thrusts.
- With the by-pass principle, the exhaust jet noise drops as the
velocity of the exhaust is reduced but the low pressure
compressor and turbine noises increases due to the greater
internal power handling.

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- The introduction of a single stage low pressure copressor (fan)
significantly reduces the compressor noise because the overall
turbulence and interaction levels are diminished.
- A comparison between low and high by-pass engine noise sources
is shown in fig. below.

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2. Methods of suppressing noise

- Noise suppression can be achieved by 2 ways:
1. By basic design to minimize noise originating within or
propagating from the engine,
2. By the use of acoustically absorbent linings.
By basic design :
- The principle of jet exhaust noise reduction is, minimize the
exhaust jet velocity within overall performance objectives.
- Noise can be minimized by reducing airflow disruption which
causes turbulence. This is achieved by using minimal rotational
and airflow velocities and reducing the wake intensity by
appropriate spacing between the blades and vanes.
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2. Methods of suppressing noise – con’d
- As previously described, the major source of noise on the pure

jet and low by-pass engine is the exhaust jet, and this noise can
be reduced by inducing a rapid or shorter mixing region.
- This is achieved by increasing the contact area of the
atmosphere with the exhaust gas stream by using a propelling
nozzle incorporating a corrugated or lobe-type noise
suppressor. See fig. below.

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- The high by-pass engine has two exhaust streams to eject to

atmosphere.
- The principle of jet exhaust noise reduction is the same as for
the pure jet and low by-pass engine, ie. minimize the exhaust
jet velocity within overall performance objectives.
- High by-pass engines have a lower jet velocity than any other
type of gas turbine, thus leading a quieter engine.
- The most successful method used on by-pass engines is to mix
the hot and cold exhaust streams within the confines of the
engine and expel the lower velocity exhaust gas flow through a
single nozzle.

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By the use of acoustically absorbent linings :

- Noise absorbing ‘lining’ material converts acoustic energy into
heat.
- The absorbent linings normally consist of a porous skin
supported by a honeycomb backing to provide the required
separation between facesheet and the solid engine duct.
- The acoustic properties of the skin and the liner depth are
carefully matched to the character of the noise, for optimum
suppression.
- The disadvantage of liners is the slight increase in weight and
ski friction and hence a slight increase in fuel consumption.
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ENGINE EMPLOY WITH ABSORBING MATERIAL

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15.7.4 Thrust Reversers

- On certain condition, brake unable to slow the aircraft
during landing.
- If brake were used, heat buildup could lead to brake fire.
- To overcome this problem turbojet and turbofan are fitted
with thrust reverser to assist in braking.
- This system provide thrust in opposite direction.
- Thrust reversers are powered by electrically, hydraulically
or pneumatically.
- On high by-pass ratio (fan) engines, reverse thrust action is
achieved by reversing the fan (cold stream) airflow. It is
not necessary to reverse the exhaust gas flow (hot stream)
as the majority of the engine thrust is derived from the
fan.

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15.7.4 Thrust Reversers – con’d

- On propelelr-powered aircraft, reverse thrust action is
obtained by changing the pitch of the propeller blades. This is
is usually achieved by a hydro-mechanical system, which
changes the blade angle to give the braking action under the
response of the power or throttle lever I the aircraft.
- Control from the cockpit by control lever, activated when
retarded the power lever to ground idle.
- Provide approximately 20 % of braking force under normal
condition, but capable of producing 50 % of rated thrust in
reverse direction
- Operating in reverse at low-ground speeds can cause
reingestion of hot gases and compressor stall.

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Reverse thrust can be divided into 2 categories:
1. Mechanical blockage type

2. Aerodynamic blockage type

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1. MECHANICAL-BLOCKAGE TYPE
- By placing movable obstruction in the exhaust stream either before
or after the exhaust duct.
- Exhaust gases are mechanically blocked and diverted to a forward
direction
- Known also as clamshell thrust reverser.
- The clamshell door system is pneumatically operated system. Normal
engine operation is not affected by the system, because the ducts
through which the exhaust gases are deflected remain closed by
the doors until reverse thrust is selected by the pilot.
- On selection of reverse thrust, the doors rotate to ucover the
ducts and close the normal gas stream exit.
- Cascade vanes then direct the gas stream in a forward direction so
that the jet thrust opposes the aircraft motion.

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THRUST REVERSER
THRUST REVERSER CHANGE THE DIRECTION OF FLOW

OF
THE EXHAUST GASES FROM REARWARD DIRECTION TO
Issue: 01 FORWARD IRECTION
Module 15.7.4 Page No: 48
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2. AERODYNAMIC-BLOCKAGE TYPE ( Cold stream )

- Uses a thin aerofoil or obstruction placed in the gas stream by
deployed the cascade vane (blocker door)
- On turbofan engine by using the unmixed or bypass gases to change the
direction of the thrust to the forward direction
- This system can be actuated by an air motor, the output of which is
converted to mechanical movement by a series of flexible drives,
gearboxes and screw jacks.
- When the engine is operating in forward thrust, the cold stream final
nozzle is ‘open’ because the cascade vanes are internally covered by the
blocker doors (flaps) and externally by the movable (translating) cowl.
- On selection of reverse thrust, the actuation system moves the
translating cowl rearwards and at the same time folds the blocker
doors to blank off the cold stream final nozzle, thus diverting the
airflow through the cascade vanes.

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AERODYNAMIC
THRUST REVERSER

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END
Issue: 01 Module 15.7 Page No: 52

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DCAM PT 66 TRAINING MODULE 15.7 Exhaust

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Malaysian Institute of Aviation Technology

GAS TURBINE ENGINE

Issue: 01 Module 15.7 1

15.7.1 Constructional features and principles of

Issue: 01 Module 15.7 Page No: 2

15.7.1 EXHAUST SECTION – Construcctional

BASIC COMPONENTS OF GAS TURBINE ENGINE

Issue: 01 Module 15.7.1 Page No: 4

TYPICAL EXHAUST SYSTEM

Issue: 01 Module 15.7.1 Page No: 5

EXHAUST SECTION con’d

Issue: 01 Module 15.7.1 Page No: 6

1. EXHAUST CONE con’d

Issue: 01 Module 15.7.1 Page No: 7

Issue: 01 Module 15.7.1 Page No: 8

2. TAILPIPE ( EXHAUST DUCT OR JETPIPE )

Issue: 01 Module 15.7.1 Page No: 9

TYPICAL EXHAUST SYSTEM ( EXHAUST DUCT OR JETPIPE )

Issue: 01 Module 15.7.1 Page No: 10

 To provide exhaust gases with final boost in velocity.

3. EXHAUST NOZZLE con’d

TYPICAL EXHAUST SYSTEM ( EXHAUST NOZZLE )

Issue: 01 Module 15.7.1 Page No: 13

Issue: 01 Module 15.7.1 Page No: 14

Issue: 01 Module 15.7.1 Page No: 15

Principles of operation of Exhaust system

- Additional losses occur due to the residual whirl velocity in

Issue: 01 Module 15.7.1 Page No: 18

- As the upstream total pressure is increased above the

Issue: 01 Module 15.7.1 Page No: 19

15.7.2 Convergent, convergent-divergent and variable

Issue: 01 Module 15.7.2 Page No: 20

Issue: 01 Module 15.7.2 Page No: 21

- A convergent-divergent shaped nozzle is used by supersonic

Issue: 01 Module 15.7.2 Page No: 22

2. Convergent-divergent nozzle – con’d

Issue: 01 Module 15.7.2 Page No: 23

Issue: 01 Module 15.7.2 Page No: 24

Issue: 01 Module 15.7.2 Page No: 25

3. Variable area nozzle

Issue: 01 Module 15.7.2 Page No: 26

VARIABLE EXHAUST NOZZLE

Issue: 01 Module 15.7.2 Page No: 27

VARIABLE EXHAUST NOZZLE

Issue: 01 Module 15.7.2 Page No: 28

15.7.3 Engine Noise Reduction ( Noise Suppression )

Issue: 01 Module 15.7.3 Page No: 30

1. Engine noise – con’d

Issue: 01 Module 15.7.3 Page No: 31

Issue: 01 Module 15.7.3 Page No: 32

1. Engine noise – con’d

Issue: 01 Module 15.7.3 Page No: 33

Issue: 01 Module 15.7.3 Page No: 34

1. Engine noise – con’d

Issue: 01 Module 15.7.3 Page No: 35

Issue: 01 Module 15.7.3 Page No: 36

2. Methods of suppressing noise

2. Methods of suppressing noise – con’d

- As previously described, the major source of noise on the pure

Issue: 01 Module 15.7.3 Page No: 38

2. Methods of suppressing noise – con’d

- The high by-pass engine has two exhaust streams to eject to

Issue: 01 Module 15.7.3 Page No: 39