GROUP

GROUP MEMBERS:
MEMBERS:
HASSAM
HASSAM SAMISAMI 70077914
70077914
HASSAN
HASSAN SARFRAZ
SARFRAZ 70079148
70079148
BILAL
BILAL ILYAS
ILYAS 70079107
70079107
GOHAR
GOHAR IJAZIJAZ 70073223
70073223
GROUP PRESENTATION.
Assignment
Assignment 3,
3, Assignment
Assignment 44 and
and Future
Future Engine
Engine
Technologies
Technologies
PIPER CHEROKEE 6 (PA-32)
(Assignment 3)
 INTORDUCTION
PIPER CHEROKEE 6 (PA-32):
The Piper PA-32 Cherokee Six is a
series of single-engine, fixed landing
gear, light aircraft manufactured in the
United States by Piper Aircraft
between 1965 and 2007.
The PA-32 is used around the world for
private transportation, air taxi services,
bush support, and medevac flights.
Performanc e/handling

• Those with delusions of fighter pilot-hood can forget it when climbing into a PA-32. Its

about as far from snappy as you can get. But then, that's not why people own these

airplanes. Pilots say its more like a station wagon than anything else.

• Speed is about what one would expect, which is to say, relatively slow for such a powerful

airplane. The book figures are reported to be a bit optimistic in the real world. Pilots report

true airspeeds in the 140-145-knot range.

• As noted above, fuel consumption is low-compared to a twin. Against other singles, its a

very thirsty airplane, with fuel burns of around 16 GPH. The standard 50-gallon fuel system

on early PA-32s limits the range prohibitively.

Safety
• A review of FAA accident records for the period covering a representative six-year

period turned up a grand total of 212 accidents involving fixed-gear PA-32s, of

which 40 were fatal.

• If any one category of accident stands out in the PA-32, its the landing mishap,

particularly in the pre-1980 models. Owners report typical Cherokee behavior in

power-off descents, which is to say that the airplane will come down rapidly. This

may go a long way toward explaining the 16 undershot landings and 11 hard

landings during the survey period. Only two of the undershoots and one of the hard

landings occurred in -301 models with their higher-aspect ratio wings.

engine type:
Reciprocating engine, A reciprocating engine is an engine that uses
one or more pistons in order to convert pressure into rotational
motion. They use the reciprocating (up-and-down) motion of the
pistons to translate this energy.
classification: Reciprocating engines may be classified according to
the cylinder arrangement (in line, V-type, radial, and opposed) or
according to the method of cooling (liquid cooled or air cooled).
Actually, all piston engines are cooled by transferring excess heat to
the surrounding air.
Piper has created variations within the Cherokee family by installing
engines ranging from 140 to 300 hp (105–220 kW), offering
turbocharging, retractable landing gear, constant-speed propellers
and stretching the fuselage to accommodate six people.
Types of Reciprocating Engine:
internal combustion engines and external combustion
engines. Internal combustion engines are based on
one of a variety of the cycles. The two most important
are the spark ignition cycle and the compression
ignition cycle.
HOW ITS WORK:
The inertia starters use the transfer of energy to start the reciprocating engine. As the
motion of cranking—by hand— or rotation—by an electric motor— is initiated, the energy
is transferred linearly or rotationally. And, the movable parts, such as reduction gears, the
shaft, and the flywheel begin to move.
On the basic principle of converting chemical energy (fuel) into mechanical energy. This
conversion occurs within the cylinders of the engine through the process of combustion.
The two primary reciprocating engine designs are the spark ignition and the compression
ignition.
AIRBUS A380
(Assignment 4)
 INTORDUCTION
AIRBUS A380:
The Airbus A380 is a wide-body aircraft
manufactured by Airbus. It is the world's
largest passenger airliner. Airbus studies
started in 1988 and the project was
announced in 1990 to challenge the
dominance of the Boeing 747 in the long haul
market. The then-designated A3XX project
was presented in 1994; Airbus launched the
€9.5 billion ($10.7 billion) A380 programmed
on 19 December 2000.
It was first delivered to Singapore Airlines on 15 October 2007 and entered service on 25
October. Production peaked at 30 per year in 2012 and 2014. However, Airbus concedes that
its $25 billion investment for the aircraft cannot be recouped. On 14 February 2019, after
Emirates reduced its last orders in favors of the A350 and the A330neo, Airbus announced that
A380 production would end in 2021
Engine:
Rolls-Royce Trent 900.
The A380 is offered with the Rolls-Royce Trent 900 (A380-841/-842)
or the Engine Alliance GP7000 (A380-861) turbofan engines. The
Trent 900 is a combination of the 3 m (118 in) fan and scaled IP
compressor of the 777-200X/300X Trent 8104 technology
demonstrator derived from the Boeing 777's Trent 800, and the
Airbus A340-500/600's Trent 500 core. The GP7200 HP core
technology is derived from GE's GE90 and its LP sections are based
on the PW4000 expertise. At its launch in 2000, engine makers
assured Airbus it was getting the best level of technology and they
would be state-of-the-art for the next decade, but three years later
Boeing launched the 787 Dreamliner with game-changing technology
and 10% lower fuel burn than the previous generation, to the dismay
of John Leahy. Due to its modern engines and aerodynamic
improvements, Lufthansa's A380s produce half the noise of the
Boeing 747-200 while carrying 160 more passengers.
 propulsion system
Turbofan:

The turbofan or fanjet is a type of airbreathing jet engine that is widely used in aircraft propulsion. The word

"turbofan" is a portmanteau of "turbine" and "fan": the turbo portion refers to a gas turbine engine which achieves

mechanical energy from combustion, and the fan, a ducted fan that uses the mechanical energy from the gas turbine to

accelerate air rearwards. Thus, whereas all the air taken in by a turbojet passes through the combustion chamber and

turbines, in a turbofan some of that air bypasses these components. A turbofan thus can be thought of as a turbojet

being used to drive a ducted fan, with both of these contributing to the thrust.

The ratio of the mass-flow of air bypassing the engine core divided by the mass-flow of air passing through the core is

referred to as the bypass ratio. The engine produces thrust through a combination of these two portions working

together; engines that use more jet thrust relative to fan thrust are known as low-bypass turbofans, conversely those

that have considerably more fan thrust than jet thrust are known as high-bypass. Most commercial aviation jet engines

in use today are of the high-bypass type, and most modern military fighter engines are low-bypass. Afterburners are

not used on high-bypass turbofan engines but may be used on either low-bypass turbofan or turbojet engines.

Modern turbofans have either a large single-stage fan or a smaller fan with several stages. An early configuration

combined a low-pressure turbine and fan in a single rear-mounted unit.

 High-bypass turbofan:

To boost fuel economy and reduce noise, almost all of today's jet airliners and most military

transport aircraft (e.g., the C-17) are powered by low-specific-thrust/high-bypass-ratio turbofans.

These engines evolved from the high-specific-thrust/low-bypass-ratio turbofans used in such

aircraft in the 1960s. Modern combat aircraft tend to use low-bypass ratio turbofans, and some

military transport aircraft use turboprops. The core (or gas generator) of the engine must generate

enough power to drive the fan at its design flow and pressure ratio. Improvements in turbine

cooling/material technology allow a higher (HP) turbine rotor inlet temperature, which allows a

smaller (and lighter) core and (potentially) improving the core thermal efficiency. Reducing the

core mass flow tends to increase the load on the LP turbine, so this unit may require additional

stages to reduce the average stage loading and to maintain LP turbine efficiency. Reducing core

flow also increases bypass ratio. Bypass ratios greater than 5:1 are increasingly common; the

Pratt & Whitney PW1000G, which entered commercial service in 2016, attains 12.5:1
 Engine component :

Compressor:

the solid core to which the blades of the compressor are attached,

resembles a big, notched wheel. It must be extremely strong and

free of even minute imperfections, as these could easily develop

into fractures under the tremendous stress of engine operation. For

a long time, the most popular way to manufacture the disc entailed

machine-cutting a metal blank into a rough approximation of the

desired shape, then heating and stamping it to precise

specifications (in addition to rendering the metal malleable, heat

also helps to fuse hairline cracks). Today, however, a more

sophisticated method of producing discs is being used by more and

more manufacturers. Called powder metallurgy, it consists of

pouring molten metal onto a rapidly rotating turntable that breaks

the metal into millions of microscopic droplets that are flung back

up almost immediately due to the table's spinning.

Combustion chamber:
• Combustion chambers must blend air and fuel in a small space and work for prolonged periods in extreme
heat. To accomplish this, titanium is alloyed to increase its ductility—its ability to formed into shapes. It is
then heated before being poured into several discrete, and very complex, segment molds. The sections are
removed from their A jet engine is mounted to the airplane wing with a pylon. The pylon (and the wing)
must be very strong, since an engine can weigh up to 10,000 pounds.
• A jet engine is mounted to the airplane wing with a pylon. The pylon (and the wing) must be very strong,
since an engine can weigh up to 10,000 pounds.
• molds, allowed to cool, and welded together before being mounted on the engine
Turbine disc and blades:
The turbine disc is formed by the same powder metallurgy process used to create the compressor disc.
Turbine blades, however, are made by a somewhat different method than that used to form compressor blades,
because they are subjected to even greater stress due to the intense heat of the combustor that lies just in front
of them. First, copies of the blades are formed by pouring wax into metal molds.
Exhaust system :

The inner duct and the afterburners of the exhaust system are molded
from titanium, while the outer duct and the nacelle (the engine
casing) are formed from Kevlar. After these three components have
been welded into a subassembly, the entire engine is ready to be put
together.
Future Engine Technologies
 Future of aircraft engines
The current global economy is assisted to a large extent by aviation. Consequently, this has
represented the flourishing and uprising of many new airlines In parallel to it, several problems
have arisen These hare of the operating costs associated to fuel has come to values over 25% in
2007 strongly affect in their economics. Environmental implications of the air traffic growth are
also of concern in terms of pollutant emissions (CO2 and NOx), as well as noise footprints in the
vicinity of the airports.
Aircraft engines of the Future will include a lot of new and innovative technologies that will
improve its performance characteristics. Some of these technologies are.

.DDTF (Direct Drive TurboFan)

• GTF (Geared TurboFan)

• CRTF (Counter-Rotating TurboFan)

Direct Drive Turbo Fan

Type of airbreathing jet engine that is widely used in aircraft

propulsion
What are these technologies:
In a conventional turbofan, a single shaft connects the fan, the
low-pressure compressor and the low-pressure turbine ,a
second concentric shaft connects the high-pressure compressor
and high-pressure turbine.
Why do we use these technologies:
To move an airplane through the air, thrust is generated by
some kind of propulsion system. Most modern airliners use
turbofan engines because of their high thrust and good fuel
efficiency.
Benefits:
Low-bypass-ratio are more fuel efficient than the basic
turbojet. it generates more thrust for nearly an equal
amount of fuel used by the core because the fuel flow
rate is changed by slightly when adding the fan. As a
result, its has offers high fuel efficiency.
Working :The incoming air is captured by
the engine inlet. Some of the incoming air passes
through the fan and continues on into the core
compressor and then the burner, where it is mixed with
fuel and combustion occurs.
List of manufacturers:
• General Electric. GE Aviation,
part of the General Electric
conglomerate, currently has the
largest share of the turbofan
engine market.
• Rolls-Royce.
• Pratt & Whitney.
• CFM International.
• Engine Alliance.
• GE Honda Aero Engines.
International Aero Engines.
• Williams International.
And many more .
Geared Turbofan:
The geared turbofan is a type of turbofan aircraft engine,
with a gearbox between the fan and the low pressure
shaft to spin each at optimum angular velocities.
What are the technologies
The inno­vative tech­nology sets standards and brings
substantial reductions in fuel, CO2 and noise.

why do we use geared turbofan:

A geared turbofan engine is a variant of a conventional turbofan engine in which a reduction
gearbox is installed between the fan and the low pressure (low speed) turbine. ... High bypass
ratio airflow demands a relatively low fan speed which can necessitate a lower than optimum
compressor
 Benefits
In a geared turbofan, a planetary reduction
gearbox between the fan and the LP shaft
allows the latter to run at a higher rotational
speed thus enabling fewer stages to be used in
both the LP turbine and the LP compressor,
increasing efficiency and reducing weight.
working.
In a geared turbofan engine ,a geared enables
the fan and turbine to run at different
speed .A smaller faster turbine makes the
engine shorter and lighter and thus more
efficient ,a larger slower fan let the engine
push more air mearing more thrush using less
fuel .
The slower moving air also makes the engine
much quieter
Manufacturers:

In addition to the three ADP partners, Pratt &

Whitney Canada were now also working on
the project. And so engine manufacturer Pratt
& Whitney laid the foundation for its
patented Geared Turbofan program, which
officially launched in 2008.
 counter rotating turbo fan
• The counter rotating turbine is an
axial turbine with a first stator
followed by a first rotor, an optional
second stator, and a second rotor,
which rotates in opposite direction
of the first stage.
• In 1958, Winsock presented the
basic analysis of counter rotating
turbine with restricted hypothesis
like the same mean diameters for
each rotor, the same rotational
speed, and constant
axial velocity.
Why do we use these technologies

• Counter rotating turbo fans feature High air

flow and high static pressure.
• used to extend the life of a computer system
by cooling off the electrical components of the
system and are often utilized in high system
impedance machines.
working:
• They are called counter-rotating propellers because the
propeller on one wing turns in the opposite direction to
the one on the other wing. On most twin or multi-engine
propeller driven aircraft, the propellers all turn in the
same direction, usually clockwise when viewed from the
rear of the aircraft.
• At the inlet of the rear rotor of a counter-rotating fan
stage, this tangential velocity contributes to higher
relative velocity, then it diffuses in the second rotor and is
moreover converted to static pressure rise.
Who invent these technologies:

Some of the more successful

British aircraft with contra-rotating
propellers are the Avro
Shackleton, powered by the Rolls-
Royce Griffon engine, and the
Fairy Gannet, which used the
Double Mamba Mk. 101 engine.
THANK YOU 