Aircraft Gas Turbine

Components
Dr. M. Agoes Moelyadi
17 September 2008
Contents :
Aircraft Engine Components
Station Numbering
Inlet
Compressor
Combustor
Turbine
Nozzle
Thrust Augmentation
Aircraft Engine Components
Main Components Thrust Augmentation
Engine Components
Inlet
Compressor
Combustor
Turbine
Nozzle
Afterburning
Water injection
Aircraft Engine Components
Station Numbering for Gas Turbine Engines
Free Stream : 0
Inlet diffuser : 1 - 2
Fan / Compressor : 2 - 3
LP Compressor : 2 2.5
HP Compressor : 2.5 - 3
Combustor : 3 - 4
Turbine : 4 5
HP Turbine : 4 4.5
LP Turbine : 4.5 - 5
After burner : 6 - 7
Nozzle : 7 8 9
Aircraft Engine Components
Inlet/diffuser
To bring the air from ambient conditions to the conditions
required at the inlet to the engine compressor.
How ? by a compression process
increases the air pressure
Classification of Inlet
Subsonic Inlet less compressed air
Supersonic Inlet more compressed air due to shock wave
Important parameters for Operation and design of the inlet
Efficiency of Compression process
External drag
mass flow into the inlet
Aircraft Engine Components
Inlet/diffuser
To supply air to engine at the
axial Mach number
To capture the entering stream-
tube over a wide range of free
stream Mach number
To reduce pressure loss due to the
existence shock wave
To capture the entering stream-tube
with variation freestream Mach
numbers from subsonic to supersonic
To control a sensitivity impuls and
thrust to diffuser pressure recovery
Classification of Inlet/ diffuser
Supersonic Subsonic Divergent duct
Ramp
Center body
Aircraft Engine Components
Inlet/diffuser
Design and Operation of Inlet
Subsonic Inlet Diffuser
It must supply air to the engine at
the axial Mach number M
2
.
The Mach number depends on
rotational speed of compressor
/fan and inlet air temperature.
It is largest at conditions of high
altitude (low T
0
) and full engine
speed.
Aircraft Engine Components
Inlet/diffuser
Design and Operation of Inlet
Supersonic Inlet Diffuser
Internal compression (convegent-divergent channel)
External compression
Mixed compression
External compression
External compression diffuser at flight
Mach number below design value
Aircraft Engine Components
Inlet/diffuser
Design and Operation of Inlet
Supersonic Inlet Diffuser
Internal compression (convegent-divergent channel)
External compression
Mixed compression
Aircraft Engine Components
Compressor
To controls the pressure ratio and the mass flow.
It has a dominant influence on the engines characteristics
By increasing the pressure of the air, the volume of air
is reduced the fuel/air mixture will occur in a smaller
volume.
Combustion process and power extraction process can
be carried more efficiently
Classification of Compressor
Centrifugal Compressor a smaller gas turbine engines
Axial Compressor aircraft engines
Aircraft Engine Components
Centrifugal Compressor
Centrifugal compressor consist of three main parts:
Impeller
Diffuser
Compressor Manifold
Aircraft Engine Components
Centrifugal Compressor
Process
Air enters the compressor near the hub of the impeller
Air is then compressed by the rotational motion of the
impeller increasing the velocity of the air
Diffusing the air in the diffuser the velocity decreases
and increased pressure
The diffuser also straightens the flow
The manifold serves as a collector to feed the air into
the combustor
Compression ratio for single stage centrifugal compressor
4:1 or 5:1
Aircraft Engine Components
Axial Compressor
Air flows in an axial direction through a series of
rotating rotor blades and
stationary stator vanes
Each set rotor blades and stator vanes a stage
Each stage produces a small compression pressure ratio
(1.1 :1 to 1.2 : 1) at a high efficiency
Cross-sectional area
decreases in direction
of the air.
Aircraft Engine Components
Axial Compressor
Blade row in axial compressor:
Inlet guide vanes (IGV), Rotor blades and Stator blades
1. Inlet guide vanes (IGV)
to give the flow a swirl in the direction of rotor motion to
reduce the flow velocity relative to the blade rotor,
minimizing shock losses and to equalize the static
pressure rise in the rotor and the stator.
2. Rotor blades
to add energy to the flow and in the process gives
angular momentum to it
3. Stator blades
to remove the angular momentum and to diffuse the
flow to raise the pressure
Aircraft Engine Components
Axial Compressor
Aircraft Engine Components
Combustor
To burn a mixture of fuel and air
To deliver the resulting gases to the turbine at a uniform temperature.
The gas temperature is limited by the structural temperature of turbine
Ratio of total air to fuel 30 60
Types of Combustion Chambers :
Can
Annular
Can-annular
Burner design
a minimum pressure loss
a high efficiency
no tendency to blow out (flame out)
Can
Annular
Can-Annular
Aircraft Engine Components
Combustor
Typical annular type Typical can-annular type
Aircraft Engine Components
Combustor
Primary Zone
Intermediate Zone
Dilute Zone
Aircraft Engine Components
Turbine
To generate power of engine by absorbing the high
temperature gas produced by a combustor.
Energy kinetic from the gas is converted to shaft horse
power to drive compressor.
Nearly three-fourth of all
the energy is required to
drive the compressor
Aircraft Engine Components
Turbine
Blade row in Turbine:
1. Nozzle vanes
to turn flow while dropping pressure and raising Mach number
2. Rotor blades
to turn the flow back to remove angular momentum put in by the vanes
3. Stator (additional)
to enforce zero swirl at the exit
Aircraft Engine Components
Turbine
Turbine Types
1. Impulse Turbine
2. Reaction Turbine
Impulse
Reaction
Aircraft Engine Components
Turbine
Impulse Turbine
Rotor
The relative discharge velocity = the relative inlet velocity
No net change in pressure between rotor inlet and rotor outlet
Stator
Increase velocity and reduce the pressure
Reaction Turbine
Rotor
The relative discharge velocity increases
Pressure decreases in the passage
Stator
Only change the flow direction
Aircraft Engine Components
Nozzle
Nozzle Types
Convergent
Convergent-Divergent
Mixer
To accelerate the flow to a high velocity with minimum
total pressure losses
( )
o e
u u m F =

To control back pressure for matching exit and
atmosphere pressure
Important Nozzle parameters
Nozzle Pressure ratio
Mach number exit
Ratio of Exit area to throat area
Aircraft Engine Components
Convergent Nozzle
Used for Subsonic Aircraft
Nozzle pressure ratio less than 2
Aircraft Engine Components
Convergent-Divergent Nozzle
Used for Supersonic Aircraft
Nozzle pressure ratio is greater than 2
Aircraft Engine Components
Convergent-Divergent Nozzle
Ideally expanded nozzle
p
e
= p
o
Underexpanded nozzle
p
e
> p
o
Overexpanded nozzle
p
e
> p
o
/2
Overexpanded nozzle
with separation
Aircraft Engine Components
Mixer Nozzle
Total Power = P
core
+ P
fan
Maximize Thrust can be reached when a given bypassing ratio
(o) can provide u
6
= u
8
for separating core and fan nozzles
Aircraft Engine Components
Mixer Nozzle
For actual Engine, the implementation of separate core and fan
nozzles tend to have higher core jet velocity than fan exit
velocity, i.e., u6 > u8.
Alternatively, to merge the two streams by mixing them and
discharging them through a single nozzle (mixer nozzle)
The mixing is irreversible process, resulting in an entropy increase
Aircraft Engine Components
Thrust Augmentation
Thrust augmentation is achieved by injecting water into either
the compressor or the combustor chamber.
When the water injected into the inlet of the compressor, the
mass flow increases and a higher combustion chamber
pressure.
Water injection on a hot day can increase take off thrust by
as much as 50%.
Water injection
Aircraft Engine Components
Thrust Augmentation
Thrust augmentation is achieved by burning additional fuel in
the afterburner.
The afterburner consist of the duct section, fuel injectors,
and flame holders.
The effect of afterburning operation is to raise the
temperature of the exhaust gases which, when exhaust through
the nozzle, will reach a higher exit velocity.
Afterburning
Without AB With AB
Thrust (lbf)
11.870 17.900
TSFC (lbm/hr/lbf)/hr
0.84 1.965
Engine J79 operating with afterburner
Aircraft Engine Components
Brayton Cycle
1. Isentropic compression (2 to 3)
2. Constant-pressure heat addition (3 to 4)
3. Isentropic expansion (4 to 9)
4. Constant-pressure heat rejection (9 to 2)
Heater
Cooler
Compressor
Turbine
out
Q

in
Q

out
W

Net
c
W

s
T
2
3
4
9

q
/ ) 1 (
3
2
1
1 1

|
.
|

\
|
= =
PR T
T
T
( )
2 3
T T c m W
p c
=

( )
9 4
T T c m W
p t
=

( )
3 4
T T c m Q
p in
=

( )
2 9
T T c m Q
p out
=

( ) | |
2 3 9 4
T T T T c m
W W W
p
c t out
=
=

Net
Aircraft Engine Components
Thermal Efficiency

q
/ ) 1 (
3
2
1
1 1

|
.
|

\
|
= =
PR T
T
T
Aircraft Engine Components
Net Work output per unit mass
Maximum area within cycle on T-s diagram
2
2
4
2
1
|
|
.
|

\
|
=
T
T
T c
m
W
p
out

Net
Aircraft Engine Components
Variation of Brayton Cycle
1. Isentropic compression (2 to 3)
2. Constant-pressure heat addition (3 to 4)
3. Isentropic expansion (4, 5 to 9)
4. Constant-pressure heat rejection (9 to 2)

q
/ ) 1 (
3
2
1
1 1

|
.
|

\
|
= =
PR T
T
T
( ) | |
2 3 9 4
T T T T c m
W W W
p
c t out
=
=

Net
Aircraft Engine Components
Variation of Brayton Cycle
1. Isentropic compression (2 to 3)
2. Constant-pressure heat addition (3 to 4)
3. Isentropic expansion (4 to 5 )
4. Constant pressure reheat (5 to 7)
5. Constant-pressure heat rejection (9 to 2)
Increase the specific power
Reduce the thermal efficiency