Author(s)

Rivera, Gilbert D.

Title

Turbochargers to small turbojet engines for uninhabited aerial vehicles

Publisher

Monterey, California. Naval Postgraduate School

Issue Date

1998-06-01

URL

http://hdl.handle.net/10945/9094
This document was downloaded on May 20, 2014 at 13:38:11

MONTEREY CA

93943-5101

NAVAL POSTGRADUATE SCHOOL

Monterey, California

THESIS
TURBOCHARGERS TO SMALL TURBOJET ENGINES
FOR UNINHABITED AERIAL VEHICLES
by
Gilbert D. Rivera,

Jr.

June 1998

Thesis Advisor:

Garth V. Hobson

Second Reader:

David W. Netzer

Approved

for public release; distribution

is

unlimited.

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Engineer's Thesis

June 1998
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5.

FUNDING NUMBERS

TURBOCHARGERS TO SMALL TURBOJET ENGINES FOR UNINHABITED AERIAL

VEHICLES
AUTHOR(S)

6.

Rivera, Gilbert D.,

7.

Jr.

PERFORMING
ORGANIZATION REPORT
8.

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Naval Postgraduate School

Monterey,
9.

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93943-5000

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SPONSORING
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AGENCY REPORT NUMBER

11.

SUPPLEMENTARY NOTES

The views expressed in this thesis

Defense or the U.S. Government.
12a.

and do not

reflect the official policy or position

of the Department of

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DISTRIBUTION / AVAILABILITY STATEMENT

Approved
13.

are those of the author

for public release; distribution

ABSTRACT (maximum
Three

test

is

unlimited.

200 words)

programs were conducted

from turbocharger rotor components

to provide the preliminary

groundwork

for the design of a small turbojet engine

for possible Uninhabited Aerial Vehicle applications.

The

first

program involved the

performance mapping of the Garrett T2 turbocharger centrifugal compressor. The second program involved the bench testing of a
small turbojet engine, the Sophia J450, at

RPM, and comparing

15000

the results to another small turbojet, the

JPX-240, from

previously documented research. The compressor radii of the two engines were identical but greater than that of the Garrett

compressor. The two engines, despite their physical similarities, had different fuel requirements. The J450 used heavy fuel (fuel

pump

required) while the

IPX used

prediction of the J450 using

imported into

The third program involved the performance

The compressor map generated from the Garrett T2 test was
J450 performance at 94000, 105000, 1 15000, and 123000 RPM. The

liquid propane (pressurized fuel tank required).

GASTURB

cycle analysis software.

GASTURB and used to predict the

performance predictions agreed reasonably well with actual J450 performance.

14.

SUBJECT TERMS

Centrifugal Compressor, Turbomachinery, Uninhabited Aerial Vehicles

(UAV),

GASTURB, SMOOTHC,

15.

89

Turbojet, Turbocharger

17. SECURITY CLASSIFICATION

OF REPORT

Unclassified

NSN

7540-01-280-5500

NUMBER OF

PAGES

18.

SECURITY CLASSIFICATION OF

THIS

PAGE

Unclassified

19.

SECURITY CLASSIFICATION

OF ABSTRACT
Unclassified

16.

PRICE CODE

20.

LIMITATION

OF ABSTRACT

UL
Standard Form 298 (Rev. 2-89)
Prescribed by ANSI Std. 239-18

11

Approved

for public release; distribution

is

unlimited

TURBOCHARGERS TO SMALL TURBOJET ENGINES FOR

UNINHABITED AERIAL VEHICLES
Gilbert D. Rivera,

Jr.

Lieutenant, United States

B.S.A.E., United States Naval

Navy

Academy, 1991

M.S.A.E., Naval Postgraduate School, 1997

Submitted in

partial fulfillment

of the requirements for the degree of

AERONAUTICAL AND ASTRONAUTICAL ENGINEER

from the

NAVAL POSTGRADUATE SCHOOL

June 1998

DUDLEY KNOX LIBRARY

ARSTDArT
ABSTRACT

^y^ POSTGRADUATE SCHOOL

MONTEREY CA
Three

test

programs were conducted

the design of a small turbojet engine from turbocharger rotor

Uninhabited Aerial Vehicle applications. The

mapping of the

Garrett

T2 turbocharger

first

components

centrifugal compressor.

results to another small turbojet, the

documented research. The compressor

radii

for possible

program involved the performance

The second program

involved the bench testing of a small turbojet engine, the Sophia J450,

and comparing the

93943-5101

provide the preliminary groundwork for

to

at

15000

RPM,

JPX-240, from previously

of the two engines were identical but greater

than that of the Garrett compressor. The two engines, despite their physical similarities,

had different

JPX used

fuel requirements.

The J450 used heavy

liquid propane (pressurized fuel tank required).

performance prediction of the J450 using

compressor
used

fuel (fuel

map

GASTURB

generated from the Garrett

to predict the

J450 performance

at

T2

test

The

pump

third

required) while the

program involved the

cycle analysis software.

was imported

94000, 105000,

into

The

GASTURB

15000, and 123000

and

RPM. The

performance predictions agreed reasonably well with actual J450 performance.

VI

TABLE OF CONTENTS

I.

INTRODUCTION

II.

GARRETT T2 TURBOCHARGER TEST PROGRAM

A.

B.

EXPERIMENTAL SETUP
1.

Overview

2.

Turbocharger Test Rig

DATA ACQUISITION AND REDUCTION

1.

Overview

2.

Instrumentation and Control

b.

Scanning Digital Voltmeter

Scanner 2

Software

4.

Data Reduction

5.

Mass Flow Rate

Pipe Reynolds Number

8
,

c.

Total-to-Total Pressure Ratio

d.

Stagnation Temperature Change

e.

Total-to-Total Isentropic Efficiency

f.

Power

g.

Referred Quantities

Experimental Procedure

10

RESULTS OF GARRETT T2 TURBOCHARGER TEST PROGRAM ..11

1.

Performance Maps

11

2.

Summary

13

SOPHIA J450 ENGINE TEST PROGRAM

B.

3.

b.

A.

Scanivalve Control

a.

m.

a.

c.

C.

EXPERIMENTAL SETUP

15
15

1.

Overview

15

2.

Engine Test Rig

15

DATA ACQUISITION AND REDUCTION

17

1.

Overview

17

2.

Instrumentation and Control

18

vii

Thrust Measurement

18

b.

Fuel Flow Rate Measurement

18

c.

Mass Flow Rate Measurement

18

a.

3.

Software
a.

b.
c.

C.

IV.

MICROJET
MICROJETCAL
READ_MJ_ZOC

19
19
19

4.

Data Reduction

19

5.

Experimental Procedure

19

RESULTS OF SOPHIA J450 ENGINE TEST PROGRAM

21

1.

Sophia J450 Test Results

21

2.

Sophia J450 vs JPX-240 Comparison

22

3.

Summary

23

PERFORMANCE PREDICTION PROGRAM

25

A.

OVERVIEW

25

B.

COMPRESSOR MAP GENERATION

25

C.

V.

19

1.

Data Manipulation

25

2.

Software Description

25

3.

Results

25

ENGINE PERFORMANCE PREDICTION

26

1.

Software Description and Interface

26

2.

Cycle Analysis Procedure

27

3.

Results

28

4.

Summary

29

CONCLUSIONS AND RECOMMENDATIONS

31

A.

CONCLUSIONS

31

B.

RECOMMENDATIONS

31

APPENDIX

A.

GARRETT T2 TEST TURBOCHARGER TEST RESULTS

APPENDIX B. PLOTS OF FLOW COEFFICIENT AS A FUNCTION OF PIPE

REYNOLDS NUMBER AND DIAMETER RATIO

APPENDIX

C.

SOPHIA J450 ENGINE TEST RESULTS

viii

33

43

47

APPENDIX D. SOPHIA J450 TEST PROGRAM CHECKLISTS

51

APPENDIX E. PERFORMANCE PREDICTION

57

APPENDLX F. GARRETT T2 COMPRESSOR SLIP FACTOR CONSIDERATIONS

AND POWER FACTOR CALCULATIONS

LIST OF

REFERENCES

65
71

BIBLIOGRAPHY

73

INITIAL DISTRIBUTION LIST

75

IX

ACKNOWLEDGEMENTS
I

extend

my sincere appreciation in acknowledging several persons whose efforts

greatly contributed towards the development of this thesis.

I

would

like to

thank Mr. Rick

Still

of the Department of Aeronautics and

Astronautics for his technical support in the logistics, planning, and on-sight trouble

shooting throughout the project.

I

to

greatly appreciate the efforts of Dr. Garth

pursue this

thesis.

Hobson

in providing the opportunity

Without his guidance, patience, and dedicated support,

this research

would never have been completed.

I

would

she has given

also like to thank

my wife,

Ms. Shanna

me throughout our lives together.

XI

Sasser, for the love

and support

Xll

INTRODUCTION

I.

The Wright
first

brothers, in 1903, changed the face of transportation with the world's

successful heavier-than-air

powered

flight.

Their simple bi-plane design set off an

evolutionary chain reaction that saw the creation of the aviation/aerospace industry.

Soon, aerodynamic performance and structural engineering advances allowed higher

flight

speeds requiring more from the conventional propeller propulsion plants of that

Not more than a quarter-century

cadet, reasoned that aircraft

would have

later,

era.

Frank Whittle, a British Royal Air Force

to fly faster

and higher

to

improve efficiency. He

also recognized the limitations of the propeller engine and that the rocket

was not

the

convenient solution. Instead, he concluded that a high-speed jet stream produced by a

ducted fan driven by a turbine might be the answer to the propulsion dilemma. After
several years of research

1941, the

first

and development, Whittle realized his vision when on

British jet aircraft, the Gloster Meteor,

powered by

May

15,

the Whittle engine,

flew from Cranwell in Lincolnshire, England.

Since the introduction of the

primarily

grown

and specific

larger in order to

thrust.

In

more

airplanes has created a

first

operational jet engine, these engines have

meet the increasing demands of thrust,

recent times, however, the popularity of remote control

new marketplace

for

scaled-down operational

engines. Additionally, the Department of Defense

Uninhabited Aerial Vehicle

DoD requires a low-cost,

propel the

(UAV)

(DoD) has

aircraft

may

which could be used

The

realized the potential of the

in reconnaissance as well as strike roles [Ref.

1].

The

lightweight, low-maintenance, high-reliability engine that will

also provide the necessary gas generator core for ramjet engines,
to

power supersonic UAVs.

centrifugal compressor

and radial inflow turbine meet the size and

Not only

lightweight requirements for such an engine.

is

the centrifugal compressor and

probably the most predominant type of turbomachine application

(vacuum

and jet

UAV to meet close and short-range mission requirements. A small expendable

turbojet engine

pump

fuel efficiency,

cleaner,

washing machine, piston engine turbocharger,

etc.),

known to man

but

its

evolutionary

development over the past four decades has produced a

finely

honed turbomachinery

accessory that satisfies thermodynamic and economic constraints. [Ref. 2]

The

present study lays the

initial

construction of a small turbojet engine.

made

groundwork

for the eventual design

The design would

and

take advantage of readily

rotor systems available commercially through the automobile turbocharger market.

The high

strength and temperature resistant construction of these rotors provide a low-

cost compressor and turbine system from

which

to build the

engine around.

This study was comprised of three areas of investigation. The

first test

program

consisted of the compressor performance mapping of a commercially available rotor

system, the Garrett

testing
its

T2

turbocharger.

The second

test

program consisted of the bench

of a commercially available small turbojet engine, the Sophia J450 and comparing

results to previously

JPX-240

[Ref. 3].

The

documented
third area

tests

conducted on another small turbojet engine, the

of investigation consisted of the on and off-design

performance prediction of the Sophia J450 turbojet engine using the

analysis software

bench testing as

compared

program with the Garrett T2 compressor map and

inputs.

The performance

to actual off-design

bench

tests

predictions of the third

of the Sophia J450.

GASTURB
results

cycle

of the design

program were then

GARRETT T2 TURBOCHARGER TEST PROGRAM

II.

EXPERIMENTAL SETUP

A.

Overview

1.

The experiment was conducted

21^5 at the

in the

Model Test and Calibration

Cell of Building

Naval Postgraduate School. The purpose of the experiment was

to

map

the

performance characteristics of the Garrett T2 Turbocharger centrifugal compressor. The

T2, purchased specifically for
close to that of the
[Ref. 3].

JPX-240

its

physical dimensions, had a compressor radius (0.95

turbojet engine compressor (1.22 in.) researched

The main components of this experiment consisted of the T2,

test rig, the

Allis-Chalmers axial compressor and

air

in.)

by Lobik

the turbocharger

supply system, as shown in Figure

and a personal computer (PC) driven data acquisition system running Hewlett-Packard
Visual Engineering Environment (HPVTfE) software.

CALIBRATION
WINO

TUNNEL

Figure

1.

Building 215 Air Supply System.

3

1,

2.

Turbocharger Test Rig

The T2 was
slightly

attached to the pre-existing turbocharger test

rig,

Figure

2,

which was

modified to meet the smaller turbocharger requirements. Such modifications

included reduced-area orifice plates (turbine and compressor inlet pipe orifice diameters

of 1.90 and 1.25

and turbine

The

in.,

respectively), a

compressor

exit throttle valve as well as

compressor

inlet adapters.
test rig

instrumentation included one temperature probe, four combination

stagnation temperature-pressure probes, two pressure differential transducers (one 2.5

psig,

ahead of the compressor, and one 1.0 psig, upstream of the

turbine),

and one

magnetic speed pickup.

DIAGRAM NOT TO SCALE

Air Supply from

Allis-Cnalmers

Settling

Chamber

Settling

Chamber

^T Differential Pressure

Transducer

^Temperature Probe
(Temperature/Pressure Probe

Compressor Exhaust
Turbine Exhaust

Figure

2.

Turbocharger Test Rig Layout.

DATA ACQUISITION AND REDUCTION

B.

Overview

1.

The computerized data

HP75000

Series

acquisition system consisted of a Hewlett-Packard

B VXI-Bus Mainframe controlled by HPVEE

software running on a PC,

a scanner, universal counter, signal conditioner, and an external digital voltmeter

The mainframe

itself

contained an internal

a switchbox multiplexer,

Figure

and a Quad

DVM,

along with two scanning multiplexers,

8-bit Digital I/O

provided near real-time data to the

3,

PC

(DVM).

Module. The system, shown in

monitor and also provided the option to

export the acquired data to Microsoft Excel spreadsheet format.

Analog

HP1326B

MULTIMETER

Bus

HP1347A

16

CH

=fThennocouple

THERMOCOUPLE SCANNING
MULTIPLEXER

HP 1345 A

16

ines(6)

CH RELAY

SWITCHBOX
HP75000 SERIES B
E1301A MAINFRAME MULTIPLEXER
VXIBus

PC (HPVEE)

HP1330B QUAD 8-BIT

DIGITAL I/O

HP-IB INTERFACE

HP82341C
Controller Card

HP1345A16CHRELAY
SCANNING
MULTIPLEXER

HP-IB

I.^nen (41

348-Port Scanivalvel

HG-78 Scanivalve
Controller

4x2 Transducer Lines

4x8

TTL

Lines

Signal

Conditioner

4x2 Control Lines

Magnetic Speed Pickup

Universal Counter

Signal Conditioner

Scanner 2

J=

External Digital Voltmeter!

Figure

2.

3.

Turbocharger Data Acquisition Schematic.

Instrumentation and Control

The Hewlett Packard HP75000 Mainframe was used

to control

and directly

address a variety of instruments grouped together. Communication between the

5

PC

(with

HP 823141C

Controller Card installed) and the mainframe

was via a HP-IB (IEEE-488)

interface cable.
a.

Scanivalve Control

Scanivalve control involved stepping and homing the 48-port pneumatic

scanning valve (pressure port assignments summarized in Table

1)

with the

HG-78

Scanivalve controller and ensuring that the correct port was selected and measured.

Grossman

[Ref. 4] provided a detailed configuration

and logic sequence description for

the control of the Scanivalve.

Port#

Tare, PI

Calibration,

Not Used
Not Used

Turbine

it

to operate as a

Inlet,

P5

Turbine Exit, P6

7
8

Not Used
Not Used

Compressor

Inlet,

10

Compressor

Exit,

Table

P2

11-48

b.

Scanivalve Pressure Assignment

P9
P10

Not Used
1.

Scanivalve Port Assignments.

Scanning Digital Voltmeter

16-channel multiplexer was connected to the

HP75000

DVM allowing

thermocouple relay multiplexer module (HP 1347 A). The module

(channel assignments summarized in Table 2) was used to measure five stagnation

temperatures as well as the lubrication

oil

temperature. Again, Ref. [4] provided a

detailed configuration and logic sequence description.

c.

Scanner 2

The two

differential pressure transducers

were used

to

measure the

pressure differences across each of the two orifice plates. The turbine and compressor
pressure differentials were connected to the signal conditioner and were assigned to

Scanner 2 (HP3495A) channels 27 and 28, respectively. The scanner switched each
transducer's voltage to the external

HP-IB

DVM, which was

in turn read

by the computer via the

bus.

Channel Assignment

Multiplexer Channel
100

Turbine Inlet Temperature, Tl

101

Turbine Exit Temperature, T2

Compressor

Compressor Exit Temperature, T4

104

Turbine Orifice, T5

105

Oil Temperature,

106-115
Table

Temperature, T3

102
103

2.

Inlet

T6

Not Used

Scanning Multiplexer Channel Assignments.

Software

3.

The

HPVEE software program "GARRETT_DELTA_P" used to control the

instrumentation served three purposes. First,

programming each one

to

match

it

initialized the instruments

the settings defined

by

by

the driver code. Second, the

driver served as a virtual control panel for interactively controlling the instrument. Third,

HPVEE performed immediate reduction of measured values to

engineering units allowing

timely feedback of data to the operator, which proved useful during the

initial

troubleshooting process.
4.

Data Reduction

The measured data was reduced using

HPVEE by assuming a fixed value for the

flow coefficient within the mass flow calculation. Such an assumption was used to
provide preliminary results to the operator in a timely manner. The measured data was
also exported to a Microsoft Excel spreadsheet in

executed.

The data reduction

sections of the turbocharger.

routine

The

which the

was performed

results,

final calculations

for both the

compressor and turbine

provided as Tables Al, A2, and

Appendix A, were calculated using the following methods.

were

A3

in

Mass Flow Rate

a.

The mass flow

plates, in

Flow Measurement - Instruments and Apparatus,

4,

Publication [Ref.

lbm\

through the compressor and turbine orifice

accordance with the American Society of Mechanical Engineers Power Test

Codes, Chapter

PTC)

rate (in lbm/sec)

5],

19.5

(ASME

were given by

0)

\h~P

= 03117 -K-FA -Y
SI

T>

If

V sec J

where K, the flow

PTC

coefficient,

was

ASME PTC that depended upon

a tabulated value in

the area ratio of the orifice to pipe and the pipe Reynolds

Number, RD. The thermal

expansion factor, F A was given by

,

FA =l + 0.00204-(]
where T was, T3,

(2)

the compressor inlet temperature (deg. R) for the

calculation and Tl, the turbine inlet temperature (deg.

net expansion factor for square-edged orifices, Y,

4
7 = l-(0.41 + 0.35/? j

compressor

R) for the turbine calculation. The

was given by

}
(3)

P(13.956)J

where

of orifice to pipe diameter, was 0.3075 for the compressor, and 0.3133

p\ the ratio

for the turbine; y, the ratio

the orifice,

AP comp

(in.

of specific heats

2 0);

and P

(in.

for air,

abs )

was

was P9,

1 .4;

h^

the pressure drop across

the compressor inlet pressure, for

the compressor calculation and P5, the turbine inlet pressure, for the turbine calculation.
b.

Pipe Reynolds

Number

The pipe Reynolds Number, given by

RD =

Amp-

(4)

where D, the pipe diameter, was 4.065

turbine;

and

p.,

viscosity of air,

in. for

the compressor and 6.065

was 0.000012024

in.

for the

lbm/ft-sec, provided the second

of two

entering arguments necessary to determine the flow coefficient, K, from the appropriate

tables in

ASME PTC which was graphically represented as Figure B

and Figure

B2

for the turbine in

n cr

Pl
=

P9

for the

compressor

Appendix B.

Total-to-Total Pressure Ratio

c.

The

were given by

total-to-total pressure ratios

T, = ^6
n,

and

(5)

P5

where P10 and P6 were the

exit pressures (in.

abs )

for the

compressor and turbine,

respectively.

Stagnation Temperature Change

d.

The stagnation temperature changes were given by

^Tcomp =T4-T3

ATmrb =Tl-T2

and

(6)

where T4 and T2 were the compressor and turbine

Total-to-Total Isentropic Efficiency

e.

The

ft-

exit temperatures, respectively.

total-to-total isentropic efficiency

,=

and

\ATcamp
T

ri

i-n

was calculated

as

(7 )

Power

f.

The power absorbed by

the compressor and produced

by

the turbine

were

obtained from the respective mass flows through the compressor and turbine as

HP = 0.33958 m AT

(8)

where AT, the

total

temperature difference, was

AT comp

for the

compressor and

AT^ for

the turbine calculations.

g.

Referred Quantities

The compressor and

turbine performances

were described in terms of

referred quantities that retain their original units:

<

RPM
HP
V0 nn
UD m
== -T1=
=rii^;RPM,=
and HP
iadSP
ref

l9

T15

(9)

where

-^

8 = -*- T ref =
;

518.7 deg. R; P ref = 407.21 12

in.

H 0; T tmf was T3
2

Tl for the compressor and turbine calculations, respectively; and P tinf was P9 and P5

and

for

the compressor and turbine calculations, respectively.

Experimental Procedure

5.

Prior to the initial data acquisition, the 2.5 psig and 1.0 psig differential

pressure transducers were both calibrated to 5

in.

Hg

and 2

Additionally, the calibration pressure for the Scanivalve

The
was

in.

was

set at

rotational speed of the magnetic pickup, displayed

verified prior to testing

by using a calibrated strobe

Hg, respectively.

light.

10

Hg.

in.

by a frequency counter,

One of the

impeller blades

on the exposed face of the T2 compressor was marked with paint which allowed the
rotating compressor,

the paint

RPM,

marking

when

strobed at a

in a fixed position.

the compressor speed

was

known

Though

verified

up

to

frequency, to appear non-rotational with

the strobe frequency

50000

The exception was

limited to

25000

RPM by viewing the strobed

compressor face in the manner described and realizing

similar result.

was

that doubling the

speed produced a

that the strobe illuminated the painted blade every

second revolution.

Once
was

set

the Allis-Chalmers compressor

was

stabilized, the air

supply valve system

such that the desired T2 turbocharger compressor speed measured by the

magnetic speed pickup was obtained.

The

HPVEE program "GARRETTDELTAP", once executed,

led the user

through a series of required inputs which included ambient pressure as well as the number

of temperature and pressure samples desired. The

T2 compressor exhaust

throttle valve fully open,

while throttling the valve in

closed.
throttle

It

full, half,

should be noted that the

air

first

data point

was

collected with the

subsequent data points were obtained

or quarter-turn increments until the throttle was

supply valve system was manipulated after each

adjustment in order to maintain the same

10

T2 turbocharger compressor

speed.

Data was collected

for the Garrett

75000, 100000, and 125000

RPM.

T2 turbocharger

at

compressor speeds of 50000,

Multiple experiments were conducted in an effort to

verify the repeatability of the results.

C.

RESULTS OF THE GARRETT T2 TURBOCHARGER TEST PROGRAM

Performance Maps

1.

The

total-to-total pressure ratio, efficiency,

against the referred

mass flow

rate for

collected for each speed line for

efficiency plots

were generated

respectively, in

Appendix A.

The

and referred power were plotted

each constant speed

two data

test.

The

plots

show

runs. Additionally, the pressure ratio

for the turbine

the data

and

and are provided as Figures Al and A2,

total-to-total pressure ratio versus referred

mass flow

rate,

Figure 4, indicated

a slight increase in pressure ratio and decrease in mass flow rate as the compressor
throttled.

The sudden

increase in

mass flow

rate indicated

was

compressor surge. This

-DtcOtSCkRPM
-Doc 04 75* RPM
-0c04

100k

RPM

-Ok 04 129c RPM

-OacIS 125k RPM

-J*l07S0kRPM

-JW 07 75k RPM

-Jin 07 100k RPM

01

Referred

Figure

4.

Garrett

Mass Flow

0.1S

Mass Flow (Ibm/sec)

T2 Turbocharger Compressor Total-to-Total

Rate.
11

Pressure Ratio vs Referred

behavior was not typical of centrifugal compressors. The only explanation could be that
the

T2 compressor

stall

splitter

the compressor

blades caused the compressor to have two characteristics. At

may have jumped to

its

overall peak pressure ratio noted

was 1.72

of a centrifugal compressor with

splitter

The

second characteristic. Nonetheless, the

for the

blades

is

125000

provided in Appendix

total-to-total isentropic efficiency versus referred

indicated an increase in efficiency up to a peak followed

rate

was

RPM speed line. An example

throttled.

efficiency noted

by a reduction

Again, the sudden increase in mass flow

by a dramatic decrease

in efficiency, indicated

was 0.75 on

the 100000

mass flow

rate,

A as Figure A3.
rate,

Figure

as the

5,

mass flow

which was accompanied

compressor surge. The overall peak

RPM speed line.

This observation lead to the

conclusion that the design speed for the compressor was between 100000 and 125000

RPM.

-Dec 04 SO*

RPM

-Dc04 7SkRPM

-De 04

RPM
RPM
-Dec 1S12&RPM
100*

-Dc 04125k

-J*i07S0RPM
-Jan 07 75*

RPM
RPM

-Jan 07 100k

Referred Mass Flow (lbm/sec)

Figure

5.

Garret

Mass Flow

T2 Turbocharger Compressor Total-to-Total

Rate.

12

Efficiency vs Referred

The

referred

linear relationship

noted, 7.72

power versus

mass flow

Figure

rate,

6, indicated a

near-

between power and mass flow. As expected, the peak referred power

HP, corresponded

throttle condition.

referred

speed

to the highest

line

with the

maximum mass

flow

Again, the sudden increase in mass flow rate accompanied by a

dramatic increase in power indicated compressor surge.

-DacMSOkRPM
-Oc04 75kRPM

-D*c04100kRPM
-Dc0412SkRPM

-0C1S12RPM
-Jm07SOkRPM
-Jai07 75kRPM
-Jn07 100k RPM

0.1S

0.1

Referred

Figure

6.

Garrett

Mass Flow (Ibm/sec)

T2 Turbocharger Compressor Referred Power

vs Referred

Mass Flow

Rate.

2.

Summary

The compressor performance map of the

insight into the unique characteristics

Garrett

T2 Turbocharger provided

of small centrifugal compressors. Documented

research into such studies has been few and far between. Despite the success in
the

performance of the compressor, the attempt

turbomachinery proved to be a
the turbocharger

difficult task.

to test the

performance of small rotating

The primary

difficulty involved the size

and the placement of the instrumentation. As a

items represent the most evident limitations to the test program:

13

mapping

result, the

following

of

The compressor

size allowed high rotational speeds. Unfortunately, the

rotational speed could only be confirmed

The mass flow

rate required

up

50000 RPM.

by the compressor was so low

differential recorded across the orifice plate

to

The combination probes used

may not be

that the pressure

accurate.

measure the stagnation temperature and

pressure may have been relatively large enough to disturb the flow into the
to

compressor.

The combination probe used

to

measure the compressor

exit conditions

was

placed in the exhaust pipe rather than inside the compressor diffuser casing,
allowing additional friction losses.

The

differential pressure transducer response to fluid inertia effects

made

these measurements questionable at these low

mass flow

may have

rates

due

to the

physical pressure line distance between the orifice plates and the transducers.

It

should be noted that the turbine performance maps provided in Appendix

were not considered

turbojet application.

program were
result,

to

be accurate representations of the Garrett turbine in an actual

The instrumentation and experimental procedures of the Garrett

specifically designed to

test

measure the performance of the compressor. As a

the turbine data reflected cold mass flow conditions, which are not typical of actual

turbine operating conditions.

Additional research into compressor slip factor considerations and power factor
calculations

is

provided in Appendix F.

14

SOPHIA J450 ENGINE TEST PROGRAM

III.

EXPERIMENTAL SETUP

A.

Overview

1.

The

Japanese-built Sophia J450 Turbojet

primarily for use in the remote-control

model

purchased because of its physical similarities

The only

[Ref. 3].

difference between the

is

a small jet engine manufactured

to the

JPX-240 engine researched by Lobik

two engines was the

associated fuel delivery lines to the engine.

The Sophia J450 was

airplane industry.

requirement and

fuel

The Sophia used heavy

or a kerosene/Coleman lantern fuel mixture) while the

fuels (either jet fuel

JPX-240 used

liquid

propane

supplied by a pressurized tank, which was fed to the combustion chamber after preheating
in the exhaust nozzle.

The J450 required an

maximum pressure and was powered by

electric fuel

pump which delivered

a variable-current

12V

85 psi

supply. Table 3 provides

a side-by-side comparison of the technical specifications for each engine.

Engine Specifications
Length (in.)
Diameter (in.)

Weight

Ref. [6]

Sophia J450 from Ref.

13.18

13.19

4.56

4.72

[7]

3.75

4.00

Liquid propane

Jet fuel for aircraft (JP-4) or

Starting System

Compressed

Coleman fuel & Kerosene

Compressed air

Ignition System

Spark plug and igniter

Spark plug and igniter

Self-feeding oil lubrication

Self-feeding oil lubrication

Pressurized fuel tank

12V

Single stage centrifugal

Single stage centrifugal

(lbf)

Fuel

Lubrication
Fuel Feed System

Compressor
Thrust

8.83

Fuel Consumption
Table
2.

3.

Mat

air

120000

RPM

11

turbine type fuel

Mat

123000

pump

RPM

19.98 lbm/hr

15.95 lbm/hr

JPX-240 and Sophia J450 Specifications After Refs.

[6]

and

[7].

Engine Test Rig

The engine
the

JPX-240 from

test rig

used for the Sophia J450, shown in Figure

Gas Dynamics Laboratory (Building 216)

15

at the

7,

was located

Naval Postgraduate School.

It

in

was

the

same apparatus

that

was designed and used by Lobik

program. The Sophia J450 was mounted in the

required.

The modifications included

building, the addition of the fuel

test rig

[Ref. 3] for the

with several minor modifications

pump, and the addition of a

may be

fuel pressure gage. Detailed

found in Ref.

00

[3].

Pi3

DIAGRAM NOT TO SCALEi

Press'

test

the placement of the fuel tank external to the

engineering drawings of the test rig components

Oil

JPX-240

if

Fuel
Press.

Ami-Siphon

Va
FudPump

Fuel

Exs

Sophia J450

15V
Compressed
Air

140+psi

Two pressure
fuel pressure gage,

7.

0-85

Building 216 Engine Test Rig.

gages were mounted on the

range

Pipe

M
m
HI
m
m

Spark Plug

Figure

Tank

HP

12V Variable Current

psig

test rig I-beam.

(0-6 kg/cm 2 ), which was

Sophia provided the

connected to the fuel

supply line by flexible tubing and provided a pressure reading of the fuel supply to the
engine.

The

oil

pressure gage, range

23.5 psig

reused from the previous research (Lobik, Ref.

[3]),

compressor pressure port by flexible tubing. The

between the compressor impeller and

necessary to

pump

the oil

diffuser,

from the reservoir

(0-1.6

bars),

provided by JPX, and

was connected

oil pressure

engine

gage sensed the pressure

which was used

to

provide the pressure

to the engine bearings.

16

to the

DATA ACQUISITION AND REDUCTION

B.

Overview

1.

A HP9000 Series 300 workstation was used to control the data acquisition system
as well as store

were

strain

and process the

gages and pressure

Data Acquisition Control Unit

(DVM) which received

data.
lines.

The primary instruments used

The

(DACU)

strain readings

in conjunction

for data acquisition

were cued using a

with a

signals through a signal conditioner.

HP

HP397A

digital voltmeter

The pressures were sensed

using the Scanivalve Zero-Operate-Calibrate (ZOC-14) system in conjunction with the

CALSYS 2000

calibration standard.

The ZOC-14 and

CALSYS

by the workstation using the HP6944A Multiprogrammer. The

systems were controlled

DACU, DVM, CALSYS,

and multiprogrammer were connected to the workstation via a HP-IB (IEEE-488) bus.

The

test rig

data acquisition schematic

is

shown

in Figure 8.

t)IAGRAM NOT TO SCALE]

it

m
m
M

Fuel Flow Strain Gages

$m
$

Figure

8.

Engine Test Rig Data Acquisition Schematic.

17

Instrumentation and Control

2.

Thrust Measurement

a.

The engine

was determined by using

thrust

engine was suspended as a thrust-measuring device. The

gages (two on each

side).

The

the

beam from which

beam contained

the

four strain-

strain-gages were configured in a full Wheatstone bridge

with the leads providing an output through a signal conditioner to the data acquisition
system.

was

The arrangement

calibrated with

is

shown

known weights

calibration results are provided in

The

beam used two

Lobik [Ref.

3].

Prior to engine testing, the

beam

HP Basic program "MICROJET_CAL". The

using

Appendix C as Figure

C1

Fuel Flow Rate Measurement

b.

weighing device

in

fuel flow rate

was determined by using a cantilevered beam

change

to calculate the

in fuel

as a

weight over given periods of time. The

strain-gages configured in a half Wheatstone bridge to provide an output

through a signal conditioner to the data acquisition system. Prior to engine testing, the

beam was

calibrated with

known

calibration results are provided in

c.

weights, again using

"MICROJET_CAL". The

Appendix C as Figure C2.

Mass Flow Rate Measurement

The flow

rate into the

compressor was measured using a bellmouth

assembly. Lobik [Ref. 3] designed the bellmouth for the JPX-240 engine in accordance

with

ASME PTC

matched

that

[Ref. 5] specifications.

The compressor

of the JPX-240 allowing the bellmouth

to

inlet area for the

Sophia J450

be used on the Sophia engine

without modification. The bellmouth had a diameter of 2.19

in. at

the compressor

entrance and a design flow coefficient, K, of 0.995. Complete engineering diagrams for
the bellmouth are found in Ref.

[3].

Inside the bellmouth

spaced 90 degrees apart, which sensed the

system with the

Wendland

CALSYS

static

were four

pressure ports,

pressures using the Scanivalve

2000 providing the nitrogen-pressurized

[Ref. 8] provided a comprehensive guide to the system.

temperature and pressure were also independently recorded.

18

static

ZOC-14

calibration standard.

The ambient

air

Software

3.

MICROJET

a.

The data

Wendland

[Ref. 8]

acquisition

program

"MICROJET" was

program "SCAN_ZOC_08". The modification allowed the code

additionally read, calibrate, and display the strain

The modification, made by Lobik

is

beam

results for thrust

and

to

fuel flow.

"SCAN_ZOC_08A".

included in Ref. [3] as

MICROJET_CAL

b.

The

by Lobik

a modification to the

strain

[Ref. 3] as

gage beams were calibrated using

"THRUST".

"MICROJET_CAL",

written

This program allowed the user to read the voltage

sensed by the both strain beams and displayed the results on the computer screen.

Applying known weights and employment of this program allowed calibration of the
strain

beams.

READ_MJ_ZOC

c.

The pressure data

the

HP9000

stored

by "MICROJET", once reduced, was stored on

hard drive. The reduced data was then read and output to screen and/or

printer using the

program

"READMJZOC".

Additionally, this program read the

exhaust stagnation pressure, also measured with the

calculation of the

mass flow

ZOC

system, and provided an

initial

rate.

Data Reduction

4.

The mass flow

J~) = 2 88 57
.

I sec J

calculation

was given by equation

and simplified

ESf^

to

(10)

Tamb (deg.R)

where P amb and T amb were the ambient pressure and temperature, and AP was the pressure
difference sensed

by

the

ZOC pressure transducers.

The mass flow

rate

was then

corrected using the referred technique in equation 9.

Experimental Procedure

5.

Once

all

were properly

necessary components of the engine test rig and data acquisition system

in place

and energized, the fuel supply, which was placed outside of the

building for safety reasons,

was primed by placing

19

the tank

on a stand

at

a height higher

than the engine.

pumping

assisted in

The

bubbles.

conditions.
fuel

By placing the tank as

the fuel into the building

fuel flow strain

Once

such, the fuel

beam was

pump, once engaged, was

which freed

gravity-

the fuel supply line of any air

calibrated to indicate zero strain under the given

calibrated, the fuel tank

was placed within

the holding carriage of the

flow strain beam.

Inside the building, the thrust

acquisition system

points at 1000

beam was

was then setup using

Hz using ZOC

#1 and

The data

calibrated at zero load.

"MICROJET"

the program

CALMOD

to collect five data

for pressure readings,

of which there

were ten samples per port, and ten seconds between data points.

With the

air

supply connected, the engine was started and fuel flow throttled using

the variable-current

12V power supply connected

operating in a stabilized manner.

gage read 1.15 bar. This

point used

oil

by Lobik during

The

fuel flow

to the fuel

was then

pump

until the

engine was

adjusted until the oil pressure

pressure reading matched that of the highest data collection

his

JPX

tests [Ref. 3].

The computerized

data acquisition

system was then initiated which provided screen-only outputs of the engine thrust and
fuel

flow rate while storing the pressure data

thrust

and

fuel

to the

computer hard

a one-minute time duration.

An engine

The

entire data collection

experiment was attempted during this

the assumption

was made

that the

This assumption allowed the

test

in the Garrett

gage

to

15000

T2 Turbocharger
alternate plan,

Sophia and JPX engines had identical compressors.

JPX manufacturer-provided

compressor speed. The

a compressor pressure reading of

Appendix D.

program without success. As an

engine operation guide, Table 4,

be used for the Sophia J450. The engine operation guide

the oil pressure

sequence had about

startup checklist is provided in

The employment of the magnetic pickup used

The engine

flow rate were manually recorded as well as the ambient pressure,

temperature, and exhaust gas temperature.

to

drive.

5 bar,

tests

relates the pressure sensed

conducted for

this

program were

by

for

which represented the selected design speed of

RPM.

20

Table

C.

Pressure (bar)

RPM

0.15

49,000

0.20

57,000

0.40

79,000

0.50

83,000

0.60

92,000

0.70

95,000

0.80

102,000

0.90

105,000

1.00

110,000

1.10

112,000

1.15

115,000

JPX Engine Operation Guide From

4.

Ref.

[6].

RESULTS OF SOPHIA J450 ENGINE TEST PROGRAM

Sophia J450 Test Results

1.

Four design speed runs were conducted on the Sophia J450 engine. Each data run

was performed

RPM). The
run.

The

a compressor oil pressure reading of 1.15 bars (approximately

at

provided in Appendix

data,

results are

summarized

Data Run
Date

ref

SFC

CI and C2, were averaged

for each

in Table 5.

24-Mar-98

24-Mar-98

26-Mar-98

26-Mar-98

(lbf)

9.55

9.83

9.89

9.91

(lbm/sec)

0.255

0.257

0.281

0.272

1.315

1.310

3.353

-0.532

37.45

38.25

38.48

39.17

698

699

814

808

(lb/lbf/hr)

lbf

m ref \lbm

sec/

EGT (deg. F)

Table

The mass flow

II.B.4.g.

as Tables

15000

Thrust

The

rate

specific fuel

was

5.

Sophia J450 Test Program Results.

referred in the

same manner

as described in Chapter

consumption (SFC) was given by

21

Ibm

SFC

= 3600^

m f^i (ibm I sec)

(11)

Ibf sec )

where

The

F
m

ref

Thrust{lbf)

was

fuel

the fuel flow rate as

FIm

specific thrust,

Ibf

V Ibm

Of note,

the

SFC

flow strain

beam

was given by

{Ibm

(12)
I

sec)

calculations for data runs 3 and 4 were

an oscillating fuel flow strain

beam caused by

Additionally, the exhaust gas temperature

temperature probe used to measure the

damage while exposed

deemed

unreliable as a result of

gusty winds during testing on 26-Mar-98.

(EGT) readings may be questionable

as the

EGT had to be replaced twice as the result of

to short duration

peak temperatures above 1300 deg.

F.

Sophia J450 vs JPX-240 Comparison

2.

The

results

[Ref. 3] results

note, the

fuel

Thrust(lbf)

sec/

ref

measured by the

SFC

of the four J450 data runs were averaged and compared

of the JPX-240 engine

at the

same compressor speed

averaged for the J450 only considered data runs

Lobik's

15000 RPM). Of

(1

and 2

to

for the reasons

mentioned in the preceding paragraph. The side-by-side comparison of the two engines
(Table 6) indicated that the Sophia J450 produced greater thrust and lower specific fuel

consumption than the JPX-240. However, one problem noted was excessive
consumption, which was the primary limiting factor

in the short

JPX-240 from Ref.

Thrust (Ibf)

ref

SFC

F
m

ref

(lbm/sec)
(lb/lbf7hr)

(
v

Ibf

Ibm

EGT (deg.
Table

6.

[3]

oil

engine run times.

Sophia J450

9.04

9.80

0.300

0.256

1.620

1.313

30.13

38.28

1070

755

sec J

F)

Sophia J450 vs JPX-240

22

15000

RPM Test Comparison.

3.

Summary

The Sophia J450 Test Program was intended

Lobik on the JPX-240 engine operating

two engines had

at

15000

to duplicate the tests

RPM

conducted by

[Ref 3]. The assumption that the

identical compressors allowed a side-by-side

comparison of the effect of

the heavy fuel requirement for the Sophia versus the liquid propane requirement for the

JPX. The

results indicated that the

the scope of this

test.

Sophia J450 delivered improved performance, within

Additionally, the non-pressurized fuel tank requirement for the

Sophia provided a safer work environment than the JPX.

23

24

PERFORMANCE PREDICTION PROGRAM

IV.

A.

OVERVIEW
The purpose of the Performance Prediction Program was

performance

of the centrifugal compressor obtained during the Garrett T2

characteristic data

turbocharger test program, import

program and use

to take the

to predict the

it

it

into the

GASTURB

[Ref. 9] cycle analysis software

Sophia J450 engine performance

at

various spool

speeds. In doing so, the compressor performance data needed to be formatted using the

SMOOTHC

[Ref.

0] software

GASTURB-recognizable

B.

reproduce the T2 compressor

to

map

in a

format.

COMPRESSOR MAP GENERATION

Data Manipulation

1.

The data
ratio

program

sets

from the Garrett T2 turbocharger

and efficiency plots (Figures 4 and

5,

test

respectively)

program

were merged, then trimmed

not include the surge condition data points.

Once trimmed,

polynomial curve was chosen as the best

to the data in

(Figures El and

E2

in

Appendix

E).

fit

to

a third-order least-squares

both plots for each speed line

The polynomials were then used

curve data for each plot, which were used as inputs into

to generate

smooth

SMOOTHC.

Software Description

2.

The

for both the pressure

SMOOTHC computer program was specifically designed as a tool to produce

high-quality compressor characteristic

maps from measured

data.

The Turbo

Pascal-

based program allowed the user to manually input the mass flow, pressure, and efficiency
data and then determined the parabolic shapes that represent the input data on a single
plot.

The user could then manipulate

the shapes of the parabolas to refine the

presentation. [Ref. 10]

3.

Results

Figure 9 represents the compressor performance

Turbocharger

test

program

as plotted using the

25

map

of the Garrett T2

SMOOTHC software.

The

15000

RPM

speed line was interpolated by

SMOOTHC and represented the assumed design speed of

the compressor.

1.7

1.6

125000
/

1.5

115000

9
1.4

li

m
/

F.

^"

.o

l)

100000

;'

1.3

/
/
[

1.2

1.

Ratio

{
\

*'}

/Iff
-

1.1

50000

Pressure

.04

Com

Figure

C.

75000

..;:;:;'.'.'.'

9.

Garrett

.08

.16

.12

.2

Entry Flow

T2 Turbocharger Compressor

SMOOTHC Performance Map.

ENGINE PERFORMANCE PREDICTION

1.

Software Description and Interface

GASTURB

is

a software program used to calculate the design and off-design

performance of gas turbine engines. In performing

its

cycle analysis, the program

allowed the user to select from a number of available compressor maps for the engine.
also allowed the import

recognizable

by

of any experimentally derived maps provided that the format

GASTURB. The SMOOTHC performance map met the GASTURB

format requirement.

26

is

It

Cycle Analysis Procedure

2.

The

single spool turbojet design point analysis

was

selected once the

program was executed. The basic data design condition inputs (chosen

to

GASTURB

be the

1 1

5000

RPM Sophia J450 test program results) were:

mass flow

0.256 lbm/sec.

Inlet corrected

The operator-controlled compressor pressure

Standard sea level conditions.

Turbine isentropic efficiency, 0.77.

Fuel heating value assumed, 18500 BTU/lbm, typical for jet

The compressor isentropic efficiency, 0.73, determined from SMOOTHCgenerated T2 compressor map (Figure 9) as the peak efficiency at the design

rate,

ratio, 2.15.

fuels.

speed.

The burner

exit temperature

was determined

to

be 1715 deg.

R by using the iteration

option of the software. Selecting the burner exit temperature as the iteration variable, and
setting the net thrust determined

from the J450

test

program, 9.80

as the value to

lbf,

achieve, allowed the iteration algorithm of GASTURB to determine the necessary burner
exit temperature.

The

GASTURB printout of the design point input conditions is

provided in Appendix

as Table El.

provided in Appendix

as Table E2.

The

then select the special

scaled for the

The

in

maps

GASTURB

turbine performance

E3

first

step

option.

was

The

E.

of GASTURB,

SMOOTHC compressor map formatted and

Sophia J450 prediction was then read into the program. The

was predicted using

Appendix

to select the off-design option

The

the default turbine

limiter spool speed option

map and

is

provided as

was then turned on and

the desired speed, as a percentage of the design spool speed,

design

results are also

off-design performance prediction involved the evaluation of the J450 at

different spool speeds.

Figure

The design point calculated

15000

RPM. The

set to

off-

GASTURB performance prediction process was repeated three times for spool

speeds of 94000 (81.7%), 105000 (91.3%), and 123000 (107%)

provided in Appendix

as Tables E3, E4, and E5, respectively.

27

RPM;

and

results are

3.

Results

The performance
performance data

at the 1

The SFC was predicted

predictions were

15000

to

summarized and compared

to the actual

J450

RPM design condition of the Sophia J450 test program.

be within

5% of the design value.

Additionally, the three off-

design speeds were compared to actual J450 performance. Figure 10 represents the

-- Predicted Thrust

-m~ Measured Thrust

-*- Measured Mass Flow -*- Predicted SFC

-A- Predicted Mass Flow

-- Measured SFC

1?
1

1.75

^Tr\

10

1.5

^<y^

#
w.
1.25 Jj

QQ

0.75

0.5

90000

)c

(RPM)

0.25

100000

110000

Spool Speed

Spool Speed

Thrust

(lbf)

120000

(RPM)

ref

(lbm/sec)

SFC

(lbm/lbi/hr)

115000 Actual

9.80

0.256

1.313

115000 Predicted

9.79

0.256

1.378

94000 Actual

5.15

0.189

1.838

94000 Predicted

6.39

0.209

1.610

105000 Actual

7.35

0.228

1.613

105000 Predicted

7.92

0.233

1.464

123000 Actual

11.28

0.273

1.384

123000 Predicted

11.35

0.271

1.351

Figure 10.

GASTURB Prediction vs Actual

28

Sophia J450 Performance.

summarized comparison between the predicted and actual performance of the J450. The

off-design data, included in Appendix

as Table E6,

described in the Sophia J450 test program.

difficult to

It

achieved in that the predicted thrust was off by

The
1 1

Garrett compressor

The speed

lines

map used

were represented

in the

same manner

should be noted that steady fuel flow was

RPM run.

maintain during the 94000

were collected

in the

At

this

speed the worst match was

24% and the SFC was

GASTURB

as fractions

analysis

off by 12%.

is

of the design speed

shown

in Figure

15000 RPM.

Additionally, the figure has the predicted operating line of the compressor displayed as

squares while the circle on the 0.999 speed line denoted the compressor design point.

Efficiency

2.6

Contain VaUd

for

RNI=1. delta eta=0

2.4-

2.2

1.8

1.6

CD

1.4-

1.2-

"434

.05

15

Figure

GASTURB-Predicted Sophia J450 Compressor Operating

results

of the performance prediction program indicated

compressor map, once formatted for

model

.35

.3

flb/s]

Line.

Summary

4.

The

1 1

.25

.2

Mass Flow W2RStd

for the

that the Garrett

T2

GASTURB recognition, proved to be a suitable

performance prediction of the Sophia J450

29

turbojet.

With the exception of

the

94000

RPM data, the GASTURB predictions fell within 10% of the actual engine

performance data.

30

CONCLUSIONS AND RECOMMENDATIONS

V.

A.

CONCLUSIONS
The preliminary groundwork

turbojet engine

was

for the eventual design

and construction of a small

established during this study. In doing so, insight into the

performance characteristics of small centrifugal compressors was gained.

The bench

testing

of a small turbojet engine

side-by-side comparison between

testing indicated an

at

a selected design speed allowed the

two engines of different

improved performance

propane-fueled JPX-240 turbojet.

It

fuel requirements.

for the heavy-fueled

Such

J450 turbojet over the

provided quantitative data of the mass flow, thrust,

and specific fuel consumption requirements of small-scale

turbojets.

Taking advantage of the experimentally determined compressor performance

and actual small turbojet bench

was successfully used

test results, a

to predict the

map

gas turbine cycle analysis software program

performance of a small turbojet engine. The results

of the performance prediction program were then compared

reasonable results. The compressor performance

map

to actual

engine

test

data with

can be used in future small gas

turbine design studies.

B.

RECOMMENDATIONS
The

difficulty in

mapping the compressor performance of the turbocharger

primarily involved the size of the instrumentation relative to the compressor.

more

certain results, smaller, less intrusive instrumentation should

the rotor speed should be

measured using more

reliable

means

at

To

obtain

be used. Additionally,

such high rotational

speeds. Future studies should also include the performance testing of the turbine section
in order to

produce a more precise turbine map.

The mass -flow

unity. Calibration

coefficient

of the engine

test

of the bellmouth with respect

ASME design.

31

to

program assumed a value close

to

an orifice plate would help verify the

The exhaust temperature readings were deemed

unreliable as a result of the

extreme short-duration temperature environment that the probe was exposed to during
engine

start up.

A more robust combination probe would provide more reliable

temperature readings as well as allowing the exhaust stagnation pressure to be recorded.

The
wind

fuel

as well as

flow reading was subject to unsteady environmental conditions such as

uneven heating and cooling

effects

of sun exposure on the

The employment of a flow meter capable of meeting

turbojet

may provide

The

fuel

strain

beam.

the small flow requirements of the

the best alternative to replace the strain beam.

used during the present study involved a mixture of Coleman gas and

kerosene. This choice provided and inexpensive readily available safe fuel. Future
studies should involve the

employment of other jet

32

fuels such as JP-4, Jet- A, etc.

APPENDIX A. GARRETT T2 TURBOCHARGER TEST RESULTS

v:

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T2 Turbocharger Measured and Calculated Data

Conducted on December 4, 1997.
Garrett

33

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T2 Turbocharger Measured and

Conducted on December 4, 1997.
Garrett

34

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Calculated Data for 75000

RPM for

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a
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CN
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MM

IN IN NO a en Vl 00
IN IN IN
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CN

NO NO NO O nO NO NO

-,,

Table Al(c). Garrett T2 Turbocharger Measured and Calculated Data for 100000
for Tests

rr
<r
CN

ON NO
NO a CN
ON
a a
ON
VN Cn r 00 IN OO
VI VI T VI T VI ^
a O
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r>

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as

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Ed

r <N rjN 00
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tn -r
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T
m
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fe

a.
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pa

Vl ON r~ TT NO [*
Vl CN C* 00 00 Cn| C-~
no
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en rvi en
cn
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en en cn cn en

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e

vi
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o
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vi -T
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T
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in IN
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as

NO

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Ed

TO

a.

C ^

<

as
OS

m
9

ON
OO
vi oo

Conducted on December

4,

1997.

RPM

C o

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MM X- oo X.
Z

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U)

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c*

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03
to Ul U]

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MM mm to to to to
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In-.

Table

A 1(d).

for Tests

T2 Turbocharger Measured and Calculated Data

Conducted on December 4, 1997.
Garrett

36

for

125000

RPM

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on

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4
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to
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SO o vO vO to
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ON

oo

T2 Turbocharger Measured and

Conducted on December 15, 1997.

Table A2. Garrett

Tests

r-t

cn
on
Ol

OS

'

OO

Osj

tO
to
Os

m
m
rN

a
oo

at

^
TS

<--J

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as

rN
rn
r^
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to
gh
on o
o
CO m
on wo o
m rn
ts CN

"".

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r*
oo

to

rr
=<yo

(*1

CM
Isl

rn

r~ ON
r* ron in
CM rP* vO

D,

s
u

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in
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rs|

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to

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oo

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en o
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m
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>

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in

c
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a 3
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in

en

mm

s on
6 OS
m
T ?
r^
rN

r-

6a

r^
P"
m T
at v> Ol OO oo
O
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r> oo
r- oo
on
on
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rN

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rn fN PN
m
a a a
a a ^
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a a a o i
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oo -T
CN ^ *n
a 8 O r>
a a a
a a =>
to vO o SO o SO to
a o a a o a a a
Osl

O-J

P~

VC

Calculated Data for 125000

oo

o
o
a

(N
a
o
a

RPM for

'

o o
H
la

b\ on
uj

on

22

o O o
ON ON A Os On
o
c o

LO OJ LO LO Lo OJ
ON

/S

N^i

to

ON

H
O
C o O
ON ON ns On
ON ON ON ON
On
o O O
a O o o
a o Ol
to
SO ^J ^N UJ OJ
CO to OO oo
7 i* oo to ON
H

N.J

W)

o o O s o o
o er _
Q
3

o
o O o MM
oo so oo oo NO NO r> O o o
*
oo OS On
^1 I
O
0\
OJ
oo Lo no
-J J x* OO NO
R *
-.*.

Or>

o a o o O
a

o
ON

o O^
4* NO
O XON
oo ro
2 -j
o OO
t/i

c-

*G

k>

ii

O
53

>

OJ u> Ov LO LO
Os Os On ON ON

2 3

CO

LO

LA

o
o
O
^J
NO NO "" OS J>

to

_
oo

Lit

ho
OO ho
on hO
oo
oo LO
oo
-J

to
to
Lo
Os

ro to
-o Xoo
Os
to LO

ro
-o
oo
cc

ro
ON

1
3

Q
SO

tej

"fl

hO

K> ro

o o
o o

Os
oo oo
ho 4x ho r^
SO
ro oo
.a o^ On
ON -4 UJ

ro
'O
oo

to

la
LO
ON

ro
hO
oo
to

ro
*ofl

30

oofl

o\|

O o e si
W
1 U

-^
-*

OO 00 oo oo oo oo on OO oo oo a
OJ u> lo LO >
On ot ".A
KJ On to
ON
SO \0 NO ON
OO *J ON ON tO

to
On

oo

ON

ON
L/t

ro

oo

NO
CO

to
oo

a
NO

22
NO

-J

o O

OJ
OJ
o->

>

(O

Xk

0s

l*J

t*J

to

INJ

B 3
to to to to
hJ
La O ^J LA
LO
to -O LA
O^ o ro o

ON oo ~" J> oo

to to ro
LO Xi. Xw
LO
X- OS
LA
""
ON -o

n
>
^

On On Hi
to oo Lo lo
LO so
so oo NO

-J
X.
NO
LA

-J

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to

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ho

-o
ON

-j

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A
g X

o->

ft

o-i

to

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X.

UJ oo

Cn <^

to
to

^_
NO NO
On on to

oo

oo

Xi

to

-JJ

On

UJ

C
70

tNO

_.

LA

ro
X*

X*

O
^
NO

CO
ON

ho to
Xk
4-i
LA ON

LO
oo UJ
"O oo

oo

X.

OO LO
NO NO Oft
oo 0s
Lo to LA OS
OS Lo
Os ON
OJ
Lo
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UJ

o e O O o

'-"

O O O o
ON ON Os ON ON
ON ON
XX
LA
ON Ul
tO
un
X.
On
NO to oo
o
la to -J
w UJ
Lo *J
L/t

'S

;5
11

Xi NO

LA
4k

6
ON

NO

fl*"

X- X* x.
*0 NO \c oo <o
i_ l>> ON hO o>
oo to ~~1 lo oo
ON ^j
ON
^O.

X.
NO
on
4oc

--.

NO
ON
on
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X*
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or
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&
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5
NO
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OO

On
to

C _

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fl

"1
1

u
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x. 4h x. X. LA oi on
OJ
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1

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On
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vO

i*^
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o o o o o
o o
a a a
to X- Ol rA
w

X* NO
to -J ON to to UJ o On
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er

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to
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vO
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so

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un \G Xho OA CO
on
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ft Os

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sp
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o ho
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CC'

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pa
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58
3
2

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r-i

n
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c

S
21

SO
so
o.
rr

pa

8 n

^ 33
4-
sp
C
q -

J_

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C

LO Lo ro to ro to
LA ro oo
Lo to
I.A
on XSO Lo
LA -o hO sO
a
rho X- ft CN
h)
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ON o\ to LO ON
ho "*

'/

2 oo
^ N
NO *o
io
!S

ON

v/>

ho NT.
XLA J>

Xv.

Xi
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O o
LO ~ ho
LA ho

I^J

J>

OJ

LA LA
LO Lo LO
NO OO 1
to <./! on

LA
LO

OO to

5SB"3
"3IPJ

NT'

SO
ON
LO

ttos

un LA j>

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2jm

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J-.

-o
NO
DO
ON

4
NO
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OS

LA
* on
O
o oo
o C^
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ro
to ON o
U ON Os
1

'/N

N--

l/N

o->
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LSI
tNO

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OJ
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l/i

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X.

s
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2
n
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W

ON ON ON LA LA

ooo

LO LO
NO NO
X. ON LO CO X-I./*
Lw
X- Lo
OJ NO>J un OC

ON .-A un
to to to
NO NO MJ
Os ON to
LA c^
-o

LA
ro
NO
to
LA
to

to
UJ CO
-o
oo ~o

-o
LA
^1

oo oo ao OO
oo to

H|
to

X*

to

ON
to
so
CO
Ji.

ui
ON
OA

ON

O
to
-^J

SO
OJ

OJ

o*
-J

ON O^ L/ I..A UK
ON ..
J> UJ
NO
ON NO UJ
to X* -J Xi. to
IO w* so NO Xv
oo Lo
oo

v/

ON

o
"O

S.A

N..A

ho
NO

ro
OC
NO
-o
ON

NT,

NCJ

Xx ro
4ON sO
I..A

r-o

Q
OS

LA
LO
LA
LA
LA

"O.

LA LA un
to to KJ
OO
OO
oo X.
ho

oo
LA

ON

o
OO

1
2
3

d
z
n

l-w

l;

h!

KJ

P3
QB

A LA
UJ LO
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LA

s^o

""'

ts-

f*S

oc

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2 s

2
~
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33

^t ON -o
on -.)
hO -J
ON OO sfl LA LO
oo ON OS 4-

r=i

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N..A

LO
X*
SO

LO
On
LO rLO
23

^
sfi

^N

-c
33

N.'l

38

6
pa
c
**-

w
33

Table A3(a). Garrett T2 Turbocharger Measured and Calculated Data for 50000
Tests Conducted on January 7, 1998.

?5
c:

O
Q
>
a
pa
pa
pa

>
ca
e

3
H
c

50
pa

r~.

J0

15

3
3

to UJ

w
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CO
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W
NO
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ON oo

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u to

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no 1

l-A
V*J

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OJ IU XX.
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on
to
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ON
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ON

1..A

o o o o
oo

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no CO to oo
OS OO
to
NO ON

OJ
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Os
NO

o
Xi o
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oo
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2
c
H
H
5

-3

O o o
On
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ON 2
LA Lo ro o 00 -J
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La OO

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CN

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rt

= ~
? 2|C=3

psptys
ON
M
l^*N

OO oo OO oo
ON NO
X*
ON x> LA X*
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ro
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33

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b b
o
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j?

Fl
r

LO Lo LO UJ UJ
ON ON ON ON ON

>

t-j

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3 Q LO
o
to fO

RPM for

t.
05

O
UJ
05
a.

r
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ON

no
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vt>

rn
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T
m
r

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p*

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TO
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TO

T
m -n
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eg

a a
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r-

<
BS w
a 2
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-T

25

p
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ON
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eg
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3 m

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uTi

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u->

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r-J

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w^

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v-i

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m
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m
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w-i

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3
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wn

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fe

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ivn

m
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p-

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p*

r-j

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v->

m rn
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T
m

.M
r^
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p*
rvj

9
ON a CN
T P vo
o\ 8
p rn
rg
-T
T
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a -T r- ON un r- rg 3
3 3 3

r>*

0O
o\
p*
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rs)

QN.

Eq
1

T rg
O o\
<0 T
m rg
m
pon

>/>

r-j

^^ r- T m O ON
o
o o O On T rn
rn m rn
m m

r-

rsj

rrsi

en

UJ

r-J

&

rvj

S
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r^,

lO
DO

j-i

r*i
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ON
-T

P*

m
3 to _
NO 3
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m m T ON
o
in sO
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rp* rr* P*
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rs)

rsi

sT,

w"l

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r->

r-

05

Q
u
a

U.

m rg
<N _
O -T
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p* p*

aa

nt> *n
fe
-j CO o>
t- no rg

oo
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r^

w-i

r^-

to
m O m o
o TO
m ON ^
a <0 <0
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r<N

a
ON
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M
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<
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r-

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<
s

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U
e

r-

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ON

rs P*
rc\
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v-i
ON
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T O O so
3 T
o O
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T
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rs
rsi

oo
P*

P*

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m
o
m
o

f-l

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ON

p*
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3 -o
m
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en

m
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r*-

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T
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rn
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r^i

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w-l
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fc

at
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ft

on

2
s
u.
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rsi

r-

ON

on

P*
rn
r^-

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V/-N
rg

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v~

rn

r-i

ao

e
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3 T

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ON

r^
rs|
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rsi ON
vn ON
NO OO
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Csl

rsi

rn
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r-

rsi

rs

rg

r-

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r*.

r^
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fin

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m

p-

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9

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CO
LO

rs)

On

r*J

rsi

r- m O rg
m NO
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NO
ON o
NO f^
3 9
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lO tO lO lO NO *n NO W
e 3 3 3 3 3 3 3

vn
v^

r-i

rsi

c-

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<

w->

m m
x%

on
o\ TO CO r- r- OO On r-.
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On
r- On >n
rs| rs|
v-i
vn
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rs rs) rs rsi rs* rs) rs) rs rM (N

w m

r^ rn ON -T in <N
O rn r ON
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m p
r~ r- P P
r* r^
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o 3 3 3 3 3 3 3

Oi
r^

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rsi

T
r^

rm o
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r~ p* NO rn p* T
oo rn
ON CO CO r ro 3 3 3 ON
3 3
9 3
s a o 3 3 3 9
3 P 3
n ~
s

r-j

rsi

<

!--

vO

""

T m
4 a

SO
CO rg OO -f
rs rn rn
CM <N rs) <M

rsi

P*
T
3 O
T
r* r r-

rs

m
3

<?\

rsi

(^J

Ifl

a
CO
T ON N m
9
oo jn
m
T 3 T tn

v^N

On ON

yn

C\

NO

sTN

it;

-r
r^

sT,

rvi
rvj

On T
-T ~
T
OO
m O
o
m
ON

*r
S
q OO 3 m
in
T

v~)

rvj

oo
OO
NO
P*
3
o 9t
oo
o
6 P*
o P 3 Q
m
r- p* r^ r- (^ o NO
O o O 3 o 3 3 3 3

<

p*
m
P* 9 3
3 m oo
m IS
3
T 0O
r- *n ON 3 m On

r*>

<-n

\0

rn

-T

rg rO

rn <N

'

rv|

_-

rj

rn

-T

C5 n
T
T P
m m m rn

nj

05

rsi

v-i

T
T
Oi

rs)

>o

NO

ON

rsi

r-i

rsi

oo

r*

rm
a
sO
o

rg
CN rM eg

Table A3(b). Garrett

^-

Q
u.

NO rn
p* rn VI P*
m rn
ON sO
3 3 'O
rn rn
e>
o 3 3 o 9 m
S
9 U3
^ o o 3 3 3 3 o 3 3
r-*

-i

-.0

u.

ON -T
o
rj >o -o
o
m m oo
ON
O 3 3 a 3 P 3 3

NO
m
T o

i^i

NO on
ON
o* p*
-T -T

rs)

V5
i/N
r*N

oo

oo

P*

r^ rn

3 O o 3 3 m

O ON
no
O o SO ^O o %o m
rn r^ rn m m m m m
m m o

Tests Conducted

tf

r*

aa

T T
0!
o

c~

wQ.

ri

->

-T ^o T
o
un O m a
m
sO rn
ON NO m
wn p*
m
a m
"" *" " O 3 3

J>

&

a.
lO

a -a
s k
a.

P*

(S

2.

H
o
7
r- m

i>-N

ON
WN

TO

<TN

~/

o
ON

>/~)

^i
^j

in

p-

o
y
Q
a
2

r-

NT,

'.ON

r-*

f*1

.O
rg
no
eg

rg

<si

i^n

y-.

v^l

<

a o\ OO \Q
<N
-r 3N
Q ON 3 rn
rn NO a
TO
O O
a= |o a o O 3 o
o 3 3 a 3 O 3 e
C aio
-

ON

O
O
o
(N
T
Wl
r* r^

iy-i

in
r^

CO

a.

c j
u

Ed

ad
=5
9S

U-N

ON

r-t

y->

05

oo

^
m
-T Q
r
6
T
m r^
P*

o r- m
m oo
-r
oo 3
a <N
nO CN
o
MS oo sO 3
o\ oo oo p* p- NO VO to t
Q o 3 3 3 3 3 3 O

U)

as

oo

r*

oo

NO

3 3 o
O
IO sg o NO
o 3 3 3

rs|

^5

c
u

-T O rg z
o
rn
m
3 3 rn
a
9 'O
Q Q
NO
o
o
o 3 9 3 3 5
H
rs|

N.O

at

-T
CO
CS
KT\

T
oo
CTv

7,

1998.

39

4")

NO

P*

ON

o 3 3 3 3 O 3

T2 Turbocharger Measured and Calculated Data

on January

-T

CO CO OO TO TO on 00 ON
ON On ON ,On ;?n ON ON ON
sO so vO NO NO vO NO WN

for

75000

RPM for

c r>
o O
Ov
o ON
* =
c; N; r^

V Cv
m

o o o o o o O
ON o o\ ON ON ON ns
o
o 6 o o 6 8 O
IO tO to to
10
OO Ul UJ ^J
-_>

o
ON On On o> ON
O o
O
3
ON oo to oo CO

X 2

f-O

i*j

CO
to

JO
f>

o o o o o [ "a
to S||h
to UJ X* Oi ^1 vo NO
NO
tO

X- UJ -o oo
O oo O NO w
5

UJ

*^

o o o o
c; o
o
o
cc
v^ -o to
to w NO ho r^ 00 Ol
o
vu OO to UJ t-A ps -o ON

S= fl
9
O"

Jjj.

r\

UJ

K) to
*o NO
OA NO

oa

o-.

g
ON

X*

E
la

VO
-o
to ov to UN -j
UN to to CN
to
>./\

53

On

o*

O O o o
ON ON
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n
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|P9

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UJ
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to to U> u> UJ UJ UJ UJ
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to UJ X- Ol Ol
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UJ Ol UJ UJ to
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to X*
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oc
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n
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jfr

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cs

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5. 2. >

ni

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tO to to
UJ x
to UJ to
on
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ON OO to -o oo

o
o o

to to NJ
ON -o OO
oi NO
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ON u>

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k
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to
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r^,

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o o
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II
. PC

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to VO vo NO
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no
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to

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to
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to

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to
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to to NJ to ro to
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to ^J
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NO

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UJ

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a\

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UJ

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ON
ON

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||
n

3
n

ti
1

to
to

^/N

Ol

to
JOO
~J
to

din

lp

%o

>
>

fS
ON
UJ

ON

P3
to

LA Ol

Ol

o

ON
NO

oc

Ol

Ol

<-T.

ON
LA

X.

NO
to

oo
NO
Kl

jU
to

oo

ON

Ol

Oi

x>*

A X. to UJ

u>

NO

ON
o
J>

ON
NO
to

x>
\B

X-

UA ON

ON

to
-o

to
ON
oo
to

On
Oi

X.
NO

to

^
X*

XN>

UJ

oo
NO
Ol
to Ol
UJ On
UJ

LA

X*
NO

>-A

ON

Ol

Ol

u>
oo ^1
OJ OA

Uj

UJ

o
>_A

DC

ON

t-J

Ui
Uj

J>

ml
r=i

5
C3

3 2
H
u

2
rr

>

n
pa
!>5

S n
s 2
-3

PS

33
O"

LA
-j
Vfi

UJ
ho
L

Table A3(c). Garrett

for Tests

T2 Turbocharger Measured and

Conducted on January

7,

1998.

40

ON

oc
o O
on

UJ
JU

ON
N.'^

LA

to

Qp

wo

Ol

-o.

NJl

oo CO OO OO
NO OA UJ to o>
UJ
CO UJ Ol
UJ
CO
ON

Q
E

C
i
33
m
3

Calculated Data for 100000

RPM

*"L->

"

-Dec04S0kRPM
-Oec04 7SkRPM

X
CO
IS

RPM
RPM
-Dec 1S 125k RPM

-Jan 07 50*

-Dae 04 125*

-Jan 07

08

09

Referred

Figure Al. Garrett

RPM

RPM
100k RPM

-Jan 07 75k

*.

Mass Flow

-Oec 04 100k

os

0.1

0.11

Mass Flow (Ibm/sec)

T2 Turbocharger Turbine

Total-to-Total Pressure Ratio vs Referred

Rate.

-Dec 04 50k RPM

-Dec 04 75k RPM
-Dae 04100k

RPV

-D*c 04 125k RPM

-Dae 1S 125k RPM

RPM
-Jan 07 75k RPM
-Jan 07 100k RPM
-Jan 07 50k

006

009

0.11

0.1

Referred Mass Flow (Ibm/sec)

Figure A2. Garrett

Flow

T2 Turbocharger Turbine

Total-to-Total Efficiency vs Referred

Rate.

41

Mass

Figure A3. Centrifugal Compressor Impeller with Splitter Blades.

42

APPENDIX B. PLOTS OF FLOW COEFFICIENT AS A FUNCTION OF PIPE

REYNOLDS NUMBER AND DIAMETER RATIO
1

\\

It
1

1
V

,
'

V
^

0.63
\

\_
\\

B*U=0 3

c-l\

BO-0J2S

u
J

62

\
k

Ik

0.81 S

-._

^'

~ ^

-J
0.61

i
I

..

--._
'

I
1
|
1
I

500

2SO0

1500

3500

4S0Q

5500

6SO0

7500

Reynolds Number, RD

Number and

Figure Bl(a). Flow Coefficient, K, as a Function of Pipe Reynolds

Diameter Ratio, Beta, for 4.026

!

iv

Diameter Pipe, After Ref.

in.

[5].

.N

X
!

^
i

x
!

c
m
o

>*

Bt-0.3

&et^)J07s|

Bw.325

*.

-j

ran

V v r*'

*-i

-.

-~L_

"

1
i

"4--|...

602

p-

i
I

0.6

'

5000

15000

10000

20000

Reynolds Number,

25000

Figure Bl(b). Flow Coefficient, K, as a Function of Pipe Reynolds

Diameter Ratio, Beta, for 4.026

in.

30C 00

RO

Diameter Pipe, After Ref.

43

[5].

Number and

0.806

T
1.

y
0.604

\
1

^
1
'.

\
\

'-

i
\

n,

>

MM

c
o
o
i

i^

325

6eO-0.3075

^
'.

0.601
~~

u.

o
T""
1

V
6

1,

ss

40000

20000

80000

60000

100000

120000

Reynolds Number,

Figure

B 1(c). Flow

140000

160000

180000

Coefficient, K, as a Function of Pipe Reynolds

Diameter Ratio, Beta, for 4.026

in.

200000

RD

Diameter Pipe, After Ref.

Number and

[5].

\
\

^
f.

-.

AV
\

'

\
.

N
>.

..

BOa-0.3

Bab0.325

~~ - -,

o
u.

'I
I

" -

0.5S7S

VJ

Vs

0SS7

Ok|

200000

400000

600000

800000

Reynolds Number,

1000000

in.

12QC 000

RD

Figure Bl(d). Flow Coefficient, K, as a Function of Pipe Reynolds

Diameter Ratio, Beta, for 4.026

Diameter Pipe, After Ref.

44

BO<J.3075i
" ""

[5].

Number and

083

0825

V
;\
j \\\
1

OUR

A
'

at
>,

8at-0.3
1

MM) 325

-.

0615
o

Ba0.3133

-'

|
o

'

Ik

"s

% hs,

0.61

**

"-

-,

-J

....

7000

5000

3000

9000

13000

11000

""

10 90

-(.
1

15000

19000

17000

Reynolds Number, RD

Figure B2(a). Flow Coefficient, K, as a Function of Pipe Reynolds

Diameter Ratio, Beta, for 6.065

in.

Diameter Pipe, After Ref.

Number and

[5].

i
!

|
1

*
|

\
1

1
I

S
(

BctvO.3

X.

Bea-0325
i

BeB=03133

r.
(

ii

k,

JO 601

I
!

Js

IL

*<

0.6

~Si-

">,

ML

Mill LL

"1

If

;
'
l

"
-f-

T+LL

-J

_L

l
j

i
l

10000

20000

30000

40000

50000

60000

Reynolds Number,

70000

80000

90000

Figure B2(b). Flow Coefficient, K, as a Function of Pipe Reynolds

Diameter Ratio, Beta, for 6.065

in.

Diameter Pipe, After Ref.

45

100 DOS

RD

[5].

Number and

oaoi

I
I

06

"*

>
1

^
s.

ss

kV

OS!*
o

BU03

IHKI1I1

BU=a.3133

-.

1
o

u.

".
fc

asm

100000

pffyxyHT

ftiyww

^fTpunn

400000

"KI0O0O

yfwyinfl

q^ffV)

UflyHyH}

1000000

Reynolds Number, RD

Figure B2(c). Flow Coefficient, K, as a Function of Pipe Reynolds

Number and

Diameter Ratio, Beta, for 6.065 in. Diameter Pipe, After Ref. [5].
06

>
.
i

--

--

~jjT

"

-- --

b**-CX5

_,
~*

B*=03I33|

H
*
\

"I

-*0597

-*"

....

-\
,

'
i

'

2000000

4000000

6000000

9000000

10000000

1200 3000

Reynolds Number, RD

Figure B2(d). Flow Coefficient, K, as a Function of Pipe Reynolds

Diameter Ratio, Beta,

for 6.065 in.

Diameter Pipe, After Ref.

46

[5].

Number and

APPENDIX C. SOPHIA J450 ENGINE TEST RESULTS

-3

2E-03

-3.0CE-O3

Volts

Figure CI. Sophia J450 Test Program Thrust

Beam

Calibration Curve.
.

(M-

a
O)

3
Fuel (lbs) = -84.179*(Vo|tS)

0.028

^ r^

ae-

^
-c

-0

09

-0

OS

-0

D7

-0

06

-0 OS

-0

-0 03

Strain

Beam

-0 02

-0

Volts

Figure C2. Sophia J450 Test Program Fuel

47

Flow

Calibration Curve.

P5

H c
TO
*1

-3 50
S9

B H 0 7 o
C
S BB O
H i
"0
*

BP

B9

s o

* "

B"

3n

TC

Be

,^^.

ft

|C\ ION
SO lc\
IvO

>
<
re
-i

L X- U> tO

BD

-3

ore
re

~y^

_
4CS
-U
to
oc
oo

llsJ

to
4-

>
*

as

sC
GC

0.271545526

0.276760578

to

p
to
-4

to

rs
0.250895523

0.253293299

0.254323641

to
-J
Xto
-J
UJ
X- u>
sO
X. to

oc

to
OS
OO -J
Xk Ul
OS OS

to
i_n

to
us

5"

-3

Si

a:

CM

3
er
-3

to

KJ
to On

r/t

S.1

k/l

5.

s-n

o.

Mass

to
m
en

0.256931

(Ibni/sec)

0.25589022

Flow

o:
1497

126
(Ref.)

>
<

X.

U) to

JO

OC

-3

J
s

re

SO

tt

sC
OO
OS
IO
00

re
re

l-A

<x>

*
o
X.
o
o
SO SO
SO
00 OO
OO
X- to

o o o o

o b
o b
o o
o

u>
Xv o
w
OS to
SO
os
to
o
to X. SO
- to
to UJ
o 00
-o
r- Os so ON
LU o -o
w
^1
OS
X. ^1
X. ^1 to O
to
oc
J sO to
1>J
v-n

so

O o o

to to

to

t-y.

1./S

to
<-r
u>
X. X. Uj
On
X.

^J
SO

"
os

re

ts_>
L^
IM Xk to
oc sC
-o
00 to to 00

O
o

u
sfl
BT
re
re

9
re

to

X.

vj

tO

-3

re

Si

B>
sa
Ln

S5
9.5639097

9.51882

9.5917567

9.5354

5
^

C
n

si

^ 5
3
!

1.

re
re

^^

Si

3:

se

n
B

ti

Si

1-^

i
J

Fuel

0.003514

0.0034861

0.0034714

(Ibni/sec)

BB

en

Flow

2 n

Si

l*J

S3

g
c

ig

re

>

C7*

S/

9Q

^5

>

>

Si

c
3
c ~

tx

0.26011

0.25346786

fB

0.257475798

S3

53

tm

Si_

rs

C.
1.322707595

1.318421401

1.302890012
(Ibni/lbf/lir)

en

5"

SFC

S"

Table CI. Sophia J450 Test Program Results for Runs

48

F3
i/j

**

C S

sC
OC

cc

jT e

1-5

k.^i

c*

p
to

to to
on i_n
^n

XJ
c
J
OO ON
w

O
X. -o X*
o
x, SO X. OO

(Ibni/sec)

Flow

On

(sj

L3
-1

O O o o

Mass
0.257471736

1*

&s

n
0.254862786

SB

.u
t/

-3

o o
o o
to to to

E, o

u>

re

a*

0,279016762

ICs [Cs
ICs
loc

u
x.

99

ty.
*.

0.285967021

it

"^^

2
0.280201001

TO

**i

a:

>

v.

ore

*j

O
H

and 2 on March 24, 1998.

S3

>
2

C/5

S/5

rn

1*1

00954176

SFC

1?

(Ibni/lbf/lir)

-0.88111099

-8.2309646

20.04608828

2.333165836

r-i

SFC

(lbm/lbf/lir)
7.212342888

-035853238
-4.9902654

=3

_5

"ec

"ec

-4

in

vU

Flow

re
(Ibni/scc)
-0.002421

>
c

-0.02257

0.0554155

0.0064351

Fuel

o
o

Flow
01103

re

013742
00199047

(lbni/sec)
-0.00099

Fuel

-0

-0

u.

o
98715386
9.820995

99518621

9.88956

9.9291528

OS
00
OS

"a

3
-

tu

Cm

A
a

Cs)

m T

vs

u.

u
k

B
=-

_o
e

3 E

en

"

u
o
^3

oo

u~.

r^

sD

oc
sc
sO

Os
OS
rsi

r~

>^i

rsi
u-s
(Nl

fS

u-,

CO

rsi

ITS
rsi

rsi

m
rsn

o
Cs
T
cr
</-s

CM

u-l

rsi
Csl

CO

"l sC
Os -T
Os
sC
r- Cs
sC sC rsn
sn

rsi

r^
in
r-

Os

c
o

rsi

-*

Os

re

r~

s/-l

o rr

rri

r~ o
o "i
m Tf 00
in O
r- T r^ T
r- o m
00 cc cc
in

re
*-<

A
fr*

rr
r_n

o
*n

re

c "^

ri

rsi

rsi

rsi

CO

m
o

u-

rsi

V9
re

<>

".,

SO
r-j

ox

s
l-sl

rn

-T

C3

U^l

2
o

c-

rr'

rTl

Ol

col

<

rsi

rn
Os

sri
rsi

sr,
r-4

Cs

fl-

dS
re

Pl

(1

Os
"1
P

rs)

()
rsi

rr

rr

iy-i

STi

SO

i/-i

CC rr
rr
rr vrs
rr in
rn CC
w-> in

rsi

rsi

CC
rsi

r~

rsi

rSS
rr
r- vS
rsi
sO
u-i
rr
rsi
rs

M
>/i
r>

o o o c O

OX

~
"

Ol

(^

m
r<
o
m
CJ
o O o o O

_
Cs
c

rsi

rsi

\C
r~

r Os rr rr
rsi
rsi

SO

c;

OS

r- ^r r~
Os
fl
sO srs so

m
M
r(N
m
r- rr O
T
CC r~ co r O
Ol rs
o O O o O
r~i

rr
Os

1/-S

>/-s

r^j

Csl

rsi

f1

rr

V
OX

00

rsi

rsi

rr.

rsi

*^

rr Osl
rsjl

r~

O
Os

r;

00
r00

sn

tr

rr

sC

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o>

T
O
OO

c-.
r-~

ae

o O o o O

rsi

rr

u-i

<r.

Cs

u
o
ri
a

OS
-r
r-r

CC

</-!

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^^ <N ee OS

v/S

[
rsi

rsi

ro

o
m

(^
C3

rsi

so

>

<

sOl 001

ZZ,

if
re

<

Urn

^
ej
re

Q K

re

u.
eu

Cfl

r~-

es

*E
30
Cs

rr
-5

ex

e
UT!

rsi

OS
OC

u
u
n
a

**

3 s

rsi

-_>

=-

r~l

^,

O d O c d

re

w
r*

>

<

r-

</-s

J9

t c
o c

tai
rsi
^r,

rsi

Os

U s O

u.

u-s

n
H C

O O o O

ec

^~s

_
^^ MM
"2

<
*+
o
/s

<N en tt

OX

"o

c
3 .
Vj

<

^
u
o
s

ha

B
H a

ec

9.9132231

ec
ox

99394547
9.9352969

9.9032522

sc
ec

867182

M
W
a

re

si)

-a Z7

-a
..
a s S

a
H a
re

re

os a.

Table C2. Sophia J450 Test Program Results for Runs

49

H
U
h a
cs

and 2 on March 26, 1998.

50

APPENDIX D. SOPHIA J450 TEST PROGRAM CHECKLISTS

SYSTEM CONFIGURATION CHECKLIST

1

Ensure that the

test rig is

configured in accordance with Figures 7 and 8 and that

all

devices are properly energized.

2.

The fuel pump power supply should be

knob turned fully CCW.

3.

The

fuel

pump

ON with the timer on ZERO and the control

should be primed and the fuel supply hose should be clamped just

ahead of the fuel pump.

4.

Zero the thrust beam by connecting the

CHANNEL 5

output of the signal conditioner

DVM front panel. Once properly connected, adjust the ZERO KNOB
accordingly until the DVM reads mV. Once zeroed, restore the signal conditioner
and DVM to their initial configuration.

to the

5.

Calibrate the fuel flow

Connect the

5.1.

as

shown on

beam

strain

in the following

gages

(1

and 2)

manner:

in a half Wheatstone bridge configuration

the P-3500 cover panel.

5.2.

Set the bridge push button to proper,

5.3.

Depress

AMP ZERO and adjust thumbwheel control to read 0000.

5.4.

Depress

GAGE FACTOR and set range to

5.4.

Adjust

5.5.

Depress

Vi,

GAGE FACTOR knob to 2.08

position.

.7-2.5.

and lock the knob.

RUN and set the BALANCE Control for a reading of 0000.

Lock

the knob.

With a DVM connected to the P-3500 output,

thumbwheel until the DVM reads mV.

5.6.

6.

Open

7.

OUTPUT

the Nitrogen bottle valve and adjust the pressure reducer at the bottle so that

reads
it

adjust the

Set the

CALSYS

2000 so

that

the front panel so that the high, middle,

and

10 psi and adjust the pressure reducer

reads 90

it

at the rear

of the

psi.

CALSYS

low ranges on

2000 pressure range on

CALMOD

are at 20, 10 and

51

in.

Hg

(or close to

it),

respectively.

DATA ACQUISITION SETUP CHECKLIST

1

Turn on the power for the HP9000 computer system.

2.

The first screen is the HP9000

System introduction.

3.

Select F7, set the current time and date.

23 Jan 1992 for the

Series 300

Computer Data Acquisition/Reduction

The format

is

HH:MM:SS

for the time

and

date.

Old HP6944A Directory.

4.

Select F3,

5.

Select

6.

Select F4,

7.

Select

8.

Select 0, for

9.

If the high, middle,

Fl,ZOC-14 Module Menu.

Read

CALSYS 2000 Calibration Pressures.

CALMOD

for scan.

CRT display.
and low pressures displayed are

correct, then select

continue. If the calibration pressures are not correct, then select

F2

F2

to

to continue

and

repeat steps 6-8, until the correct pressures are displayed.

Scan 1-3 ZOC-14 Modules (32 ports

program "SCAN_ZOC-08".

10. Select Fl,

default

11.

Once "SCAN_ZOC-08"

12. Select F5,

introduction screen

is

The system

will

displayed, select the

now

"STOP"

load the

key.

LOAD and type "MICROJET".

13.

Once "MICROJET"

is

14.

Once "MICROJET"

introduction screen

loaded, select F3,

RUN.
is

displayed, select

for hard drive ":,700" storage.

15. Select

each).

16. Select

1000 Hz

17. Select

10 for samples per

18. Select

for

sampling

rate.

port.

ZOC connected to Multi-programmer.

19. Select 5 for the

number of desired

runs.

52

F3

for

system setup.

20. Select 10 for the time interval (in seconds)

21. Select

1,

for

22. Select

F4

to

between data runs.

CALMOD set for ZOC #1.

begin data acquisition.

ENGINE STARTUP AND OPERATION CHECKLIST

1

Connect the
least

2.

140

air-trigger to the J450.

Ensure that the

air

compressor will provide

at

psi.

Ensure that the spark plug

is

wired correctly. The thick cable should be connected to

the spark plug and the thin grounding cable should be connected to

any bright

metallic object on the engine.

3.

The engine should now be ready

4.

Unclamp

5.

Grasp the

to start.

the fuel line.

air

supply handgrip valve firmly, the sound of rotation gradually becomes

higher as the rotor rapidly increases in speed.

6.

The

rotation

sound

level should reach a very high pitch. If the

sound level

is

not high

or if you hear an abnormal sound, stop the engine.

7.

Once

8.

Turn on the timer to the

line ahead of the pump.

9.

Adjust the fuel pressure to 1.0 kg/cm (14

the rotor sound level has peaked, push the red button

fuel

combustion

starts,

compressor pressure

is

igniter.

pump power supply and open the clamp on

10. After

on the

pump

supply

psi).

continue the air supply from the compressor until the engine

over 0.3 bar (4.2 psi) on the compressor pressure gage, then

release the red button of the igniter, and stop supplying the starting

the throttle/fuel

fuel

pressure to 0.4

kg/cm

(5.5 psi).

air.

Now adjust

The engine compressor

pressure should be about 0.3 bar (4.2 psi).

NOTE:
spark.

If engine does not start within 10 seconds, turn off fuel

Allow

sufficient time for the oil

combustor drain located

at the

and

fuel to drain

bottom of the engine.

53

pump and

cease air and

from the engine through the

NOTE:

Glows Red-Hot)

If hot start occurs (Tail Pipe

immediately but continue to apply ignition

to spark

seconds, while continuing spark and starting

slightly

and

start fuel

pump

air,

cut the

power to

plug and starting

fuel

air.

pump

After 5

reduce transmitter throttle setting

again.

1 1

Confirm the flow of lubrication

12.

For

oil is

normal while operating.

maximum output, increase the fuel pressure by adjusting the control knob on the
2
fuel pump power supply to 2.8kg/cm (40 psi) and compressor pressure to about 1 .3

bar (18
1 1

psi).

The

rotor speed at this state

NEVER EXCEED

lbs.

1.3

is

about 123,000

RPM and the thrust is over

bar compressor pressure. This

supply of fuel to the engine. Decrease the fuel pressure

to

is

regulated

by the

decrease the compressor

pressure.

13.

To

stop the engine operation, cut

power

to the fuel

pump and clamp

the fuel supply

line.

14.

The engine remains hot

for about

hour

after stopping.

DATA ACQUISITION CHECKLIST

1

Once

the engine

start the

is

operating at the desired speed and in a stable manner, select F5 to

data acquisition sequence.

2.

Manually record the Thrust and Fuel Flow

displayed on the screen.

3.

Once

the data collection

4.

Once

the data reduction

5.

To

6.

Select F5,

7.

Once

loaded, select

8.

Enter

1,

complete, select F8 to

is

Select

1,

each of the 5 data runs as

completed, select F6 to reduce the data.

display the reduced data, select the

STOP

exit.

key.

LOAD and type "READ_MJ_ZOC".

date

1,80420,1

9.

is

rate for

F3

to

RUN.

(YMMDD), Run #.

Example: for

Printer output.

10. Select 0, Exit.

54

Run

on April 20, 1998,

type:

NOTE:

Selecting Exit does not actually exit the program but rather displays the average

of the 10 port readings for the selected data run.

STOP

1 1

To

12.

Repeat steps 7-11 for the remaining data runs.

exit the

program, select the

key.

DATA FILE PURGE CHECKLIST

1.

The raw data

(example

2.

for

on the HP9000 ":,700" hard drive as ZW1 804201

April 20, data run 1) through ZW1 804205 (for data run 5).
files

The reduced data

are stored

files are

stored

file

names with

ZR

ZW in the name.

replacing

3.

The

4.

Experience has shown that

calibration pressure data

been downloaded

F5

on the same drive under similar

to

stored as

is

wise

it is

purge the data

(for the present example).

files

once the information has

hard copy.

LOAD type "ZOC_MENU".

Select

6.

Select F3, Run.

7.

Select F8,

8.

Type

MSI ":,700"

9.

Type

PURGE "FILENAME".

to

ZC 1804201

EXIT MENU.
.

PURGE "ZW 1804201" for each file

Example

created.

10.

To ensure complete

1 1

There should no longer be any

12.

Cycle the power switch on the lower

deletion of files, type

CAT.

files listed for that date.

left

face of the

computer.

55

HP9000 CPU

to reset the

56

APPENDIX E. PERFORMANCE PREDICTION

-SOOOORPM

RPM
RPM
-125000 RPM
-75000

-100000

125JC y

-111 3S*

36.898k

R1

4.2468X

8191

971 il

01

Referred

Figure El

Garrett

0.1S

Mass Flow (Ibm/sec)

T2 Compressor Pressure Ratio Map (Trimmed and

__

Fitted).

-SOOOORPM
-7SOO0RPM
-100000
-125000

1
so C y -838 38X

47.207X

7 5tC y

27 687X2

-251 77X

RJ =
lOOtC:y "

-1

10.83X

R3
25IC y

3 644SI

260IX

5716

6828

22.169X
"

>

0.0887^* 0.6262

7613

3
3
-76.909X t 27.207X

R3

528

8782

R'

2.2704X.IL7067

9784
0.15

0.1

Referred Mass

Figure E2. Garrett

T2 Compressor

Row

Efficiency

57

Map (Trimmed and Fitted).

RPM
RPM

Effiaency Contours Valid for RNI=1. delta ela=0

__

1.8-

a.

Q.

(o

1.6-

"5

q:
<u

1.4CO
CO
CD
t_

Q_
1.2-

.1- 75

j jJJJJ

.125

.1

N/sgrt(T41)

Figure E3.

.15
*

.175

W41*sqrt(T41)/(P4/Pstd)

.2

.225

[Ib/s]

GASTURB Default Turbine Performance Map.

58

.25

File: A:\SOPHIA.CYJ
Date: Aprl598
Time: 11:41

Turbojet SL static, ISA

SOPHIA J450 Design Calculations
3asic Data
Altitude
Delta T from ISA
Mach Number
Inlet Corr. Flow W2Rstd
Intake Pressure Ratio
Pressure Ratio
Burner Exit Temperature
3urner Efficiency
Fuel Heating Value
Rel. Handling Bleed
Overboard Bleed
Rel. Overboard Bleed W_31d/W2
Rel. Enthalpy of Overb. Bleed
Turbine Cooling Air W_Ci/W2
NGV Cooling Air W_C1_NGV/W2
Power Offtake
Mechanical Efficiency
3urner Pressure Ratio
Turbine Exit Duct Press Ratio
Nozzle Thrust Coefficient

(115000 RPM)
ft
R

lb/s

0.256

2.15
1715

BTU/lb

18.5

lb/s

hD
1
1
1
1

Comp Efficiency
Isentr Compr Efficiency

0.73

Turb Efficiency
Isentr. Turbine Efficiencv

0.77

Table El.

GASTURB

Design

(1

15000

59

RPM)

Input Parameters.

::

File: A:\SOPHIA.CYJ
Date: Aprl598
Time: 11:41

Turbojet SL static, ISA

SOPHIA J450 Design Calculations (115000 RPM)
Station
amb

0.256
0.256
0.260
0.260
41
0.260
5
0.260
6
0.260
8
P2/P1 = 1.0000
Efficiencies
Compressor
Turbine
Spool mech
2
3
4

Table E2.

p
WRstd
T
518.67
14.696
0.256
518.67
14.696
0.138
692.21
31.596
1715.00
31.596
0.220
0.220
1715.00
0.340
1565.32
19.520
1565.32
19.520
1565.32
19.520
P4/P3 = 1..0000 P6/P5 = 1.0000
isentr polytr
RNI
?/?
2.150
0.7300
0. .7572
1.00
0.7700
0. .7555
1.619
0.29
1.0000

FN

TSFC
FN/W2
Prop Eff
Core Eff
WF
WFRH
A8
P8/Pamb
PWX
W NGV/W2
WC1/W2
WBld/W2

=
=
=
=
=
=
=
=
=
=
=
=
=

9.79
1.3733
1230.97
0.0000
0.1101
0.0038
0-0000
1.1322
1.3232

0.00000
0.00000
0.00000

GASTURB Design (1 15000 RPM) Performance Prediction.

File: A:\SOPHIA.CYJ
Date: Aprl598
Time: 11:43

Turbojet SL static, ISA

SOPHIA J450 Off-Design Prediction at 94000 RPM

Station
amb

0.209
0.209
0.212
4
0.212
41
5
0.212
6
0.212
8
0.212
P2/P1 = 1.0000
Efficiencies
Compressor
Turbine
Spool mech
2
3

Table E3.

T
WRstd
P
513.67
14.696
513.67
14.696
0.209
638.61
25.276
0.135
1607.00
25.276
0.217
1607.00
0.217
1502.44
17.727
0.299
1502.44
17.727
1502.44
17.727
P4/P3 = 1..0000
P6/P5 = 1.00
isentr oolytr
RNI
?/?
0.7251 0.,7452
1.00
1.720
0.7591 0. ,7479
0.26
1.426
1.0000

GASTURB

Off-Design (94000

60

RPM)

FN

TSFC
FN/W2
Prop Eff
Core Eff
WF
WFRH
A8
P8/Pamb
PWX
W NGV/W2
WC1/W2
WBld/W2

=
=
=
=
=
=
=
=
=
=
=
=
=

5.39
1.5095
985.12
0.0000
0.0755
0.0029
O.0000
1.1322
1.2062

0.00000
0.00000
0.00000

Performance Prediction.

File: A:\SOPHIA.CYJ
Date: Aorl598
Time: 11:44

Turbojet SL static, ISA

SOPHIA J450 Off-Design Prediction at 105000 RPM

W

Station
amb

0.233
0.233
0.236
4
0.236
41
5
0.236
0.236
6
0.236
8
P2/P1 = 1.0000
Efficiencies
Compressor
Turbine
Spool mecb
2

Table E4.

T
WRstd
P
518.67
14.696
518.67
14.696
0.233
663.31
28.228
0.137
1638.39
28.228
0.219
1638.39
0.219
1512.13
13.513
0.320
1512.13
18.518
1512.13
18.518
P6/P5 = 1.0000
P4/P3 = 1..0000
isentr polvtr
RNI
P/P
0.7326 0..7558
1.00
1.921
0.7648
.7518
0.23
1.524
1.0000

=
=
=
FN/W2
Prop Eff =
Core Eff =
=
WF
=
WFSH
=
A8
P8/?amb =
=
PWX
W NGV/W2 =
=
WC1/W2
WBid/W2 =

FN

TSFC

7.92
1.4642
1094.49
0.0000
0-. 0922
0.0032
0.0000
1.1322
1.2601

0.00000
0.00000
0.00000

GASTURB Off-Design (105000 RPM) Performance Prediction.

File: A:\SOPHIA.CYJ
Date: Aprl598
Time: 11:45
Turbo-jet SL static,' ISA

SOPHIA J450 Off-Design Prediction at 123000 RPM

Station

amb

0.271
0.271
0.275
4
0.275
41
0.275
5
0.275
6
0.275
8
P2/P1 = 1.0000
Efficiencies
Compressor
Turbine
Spool mech
2
3

Table E5.

WRstd

14.596
513.67
0.271
14.596
518.67
0.136
34.200
713.63
0.220
34.200
1802.53
0.220
1802.63
0.352
20.387
1636.22
20.387
1636.22
20.387
1636.22
P4/P3 = 1.,0000 P6/P5 = 1.0000
?/?
isentr poiytr
2.327
0.7248 0.,7551 1.00
1.678
0.7639 0. .7533 0.29
1.0000

=
=

ProD Eff =
Core Eff =
=
WF
=
WFRH
=
A8
?8/?amb =
=
PWX
W NGV/W2 =
=
WC1/W2
WBld/W2 =

FN

TSFC
FN/W2

11.35
1.3514
1349.53
0.0000
0.1230
0.0043
0.0000
1.1322
1.3873

0.00000
0.00000
0.00000

GASTURB Off-Design (123000 RPM) Performance Prediction.

61

V
P5

C5

H 3c
n o
nc
rt

ae

U> XX

UJ NJ

UN u. UN
~J OO
UJ mm XX
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to

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11

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UJ
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UN xx

UJ

NJ mm

1-J

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NJ

TJ

NJ NJ NJ NJ NJ
UJ
NJ NJ
ON UJ
ON NJ
NO ON NO XX OO r
UN
UJ OO
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2
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cr

T3

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NJ
NJ NJ NJ
NJ X NJ gr
NJ UJ
NJ
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NJ 00 X.
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UN
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UJ -J n
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c

OO
00
UJ
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NJ ON
-J
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-J UN NJ

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NO
NJ
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on
ON

<_S

a
5.

NJ

NJ
OO

ft

NJ

9A

D
H
B

>
<
ft

UN

XX

Uw

9
c

NJ

g"

ft

5.1604156

5.1295639

5.1486571

5.1274176

5.189706

UN xx

;OJ

UJ

0.0034675

00

1.948936039

1.780530317

1.204763634

u.

2.434559572

ON
Uv NJ
NO OC
On ON

g"
c.

O
S3

WN

Z3

***

>
Z
n

Si

5*

OO

NO UN

^J
UN

XX ~J U>
XX NJ
~J
OO
OO -J
On ~J uj
OO UN
Xw XX UJ
XX OO UJ
UJ
NO

UJ

S3

n
H
5
z

r-.

B
B

-3

UJ

5"

oo
Xo
-J
NO
On
On
X.

-J

14, 1998.

62

s
K

3
5

00

13

B"

<

3
o

B0

53
;
'

ft

n
*~
rr

EB

OB
^
11 SB
u
5 n o
n

___.

^*

Table E6(a). Sophia J450 Off-Design Performance for 105000 and 94000

Conducted on April

Si

'
o\

NW

UJ
UN

ON

-J

1 s

00

Xw
NO

^1 NO

Flow

-~i

X uj
UJ
UN NJ UN

(lbni/sec)

o\

o-

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(lbm/lbl/hr)

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0.0040596

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bin/sec)
0.0043983

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Table E6(b). Sophia J450 Off-Design Performance for 123000
April 14, 1998.

63

RPM Test Conducted on

64

APPENDIX F. GARRETT T2 COMPRESSOR SLIP FACTOR

CONSIDERATIONS AND POWER FACTOR CALCULATIONS

COMPRESSOR SLIP FACTOR

A calculation of the Garrett T2 turbocharger compressor impeller slip factor, a,

was calculated using
The

method adopted from Wiesner

[Ref.

1].

slip factor,

g = lis

the following

valid

up

(*1)

Z 0.70

to the

blade solidity limit given by,

8.1

6 -sin

&

In

where

r2 ,

the impeller meridional radius at discharge,

r,,

the impeller meridional radius at inlet,

(3 2 ,

the impeller discharge angle,

Z, the

The

result

number of blades, was

was 0.7185

was 0.5020

in.

in.

mm),
mm),

(18.25

(12.75

was 36 deg, and

12.

of equation (F2) was 1.4914 while the actual radius ratio was 1.4313 which

indicated that the slip factor equation (Fl)

The

resulting slip factor

was

valid for the

was determined

to

T2

impeller.

be (o= 0.8654.

POWER FACTOR CONSIDERATIONS

An

investigation into the relative temperature rise

impeller using the experimental data (Appendix

program was conducted.

A)

by

the backward-leaning

collected from the Garrett test

A work coefficient was defined as

[Ref. 12,

page 431]

T -T
T
(7-D'fiYr
where T 01 was the compressor

(F3)

inlet stagnation temperature,

T 02 was the compressor exit

y,

was 1 .4,
on compressor inlet stagnation temperature,
speed based on impeller radius of 0.9449 in. (24 mm) as

the ratio of specific heats for

agi

stagnation temperature,

was
was

air,

the sonic velocity based

the impeller tip

well as the rotor speed.

65

A flow coefficient was defined as

w.r2

2m-2 bp2 U2

where

page 431]

[Ref. 12,

(F4)

m was the measured mass

flow

rate,

was the impeller exit radius 0.9449 in. (24 mm),

b was the impeller blade height at exit 0.1969 in. (5 mm),
p 2 was the density of air at the compressor exit.
r2

The density of air was calculated used

flow velocity

at the

compressor

exit

allowed the determination of the

the perfect gas relationship

was the same

static

by assuming

as the tip velocity. This

temperature and pressure

at the

that the

assumption

compressor

exit

using the isentropic relationships

(F5)
-i

^^M
Pi

(F6)

= _5_

(F7)

where P 02 was the measured compressor exit stagnation pressure,

T 02 was the measured compressor exit stagnation temperature,

M was the impeller

tip

Mach number, and

R was the gas constant for air, 53.3

Figure Fl

illustrates the results

for

coefficient.

These

results

lbf/lbm deg. R.

of the equations F3 and F4 as they were applied to

As shown, an

the experimental data collected.

work

fit

increase in

mass flow caused a decrease

were consistent with the Figure 9.6

[Ref. 12,

in

page 43 1]

backward-leaning impeller blades.

The compressor pressure

ratio

can be predicted using equation F8 [Ref. 12, page

432] and equation F9 [Ref. 13, page 93].

nc

l-

+ 7c(r-i)
a
\ o\ J

aU
l +
7c^
CP T
2

nc

w"

Y-\

(F8)

tan/? 2

u*

r
y-\

(F9)

66

l-

.....

0.7

-_

0.6

^*
'

it

05

JC

0.4

o
I

!(T 2-Toi)/((y-1)(U 2 /a 01 )

T 01 = -0.7545*(w r2 /U 2 ) + 0.8158J
)

i
i

0.2

I
!

0.1
l
!

15

02

025

0.3

Flow Coefficient
Figure Fl.

where

Work

Coefficient Characteristic of the Garrett

T2 Compressor.

was the measured compressor efficiency,

was the power factor, and
C p was the specific heat of air (constant pressure).

t|

*F

Equating equations F8 and F9 and using the relationships

C p = C v + R, where C v was the

specific heat of air (constant specific

volume)

and

y=Cp/c v
resulted in the following equation

(F10)

Since the

slip factor

calculation of the

The
the

power

power

results

factor

and blade angle were constant, equation F10 permitted the

factor as a function of the flow coefficient.

of this relationship, Figure F2, indicated a linear relationship between

and flow coefficient. Again, the negative slope, was indicative of

backward-leaning impeller blades.

Equations F8 and F9 were then used to determine a theoretical compressor
pressure ratio based on

all

known

parameters derived from the T2 test program data. The

67

results,

Figures F3, F4, F5, F6, illustrate the experimental compressor pressure ratio

plotted with the theoretical

Ref. [12], equation

compressor pressure ratios calculated using equation F8 from

F9 from Ref.

[13].

1.2

5
o

0.8

CO

0.6

0)

S.

\|/

= -0.8401*(w r2/U 2 )

-s-

1.1563|

0.4

0.2

0.05

0.1

0.15

0.2

0.25

0.3

0.35

Flow Coefficient

Figure F2. Garrett T2 Turbocharger Power Factor Plot.

Experimental -*- Equation F8 -*- Equation F9

1.2

CO

0.2

0.25

DC
<D

0.8

<o
(0
a>

0.6

i_

o
<o
<D

0.4

a
|
o

0.2

0.05

0.1

0.15

0.3

0.35

Flow Coefficient
Figure F3. Garrett

T2 Turbocharger Compressor Pressure Ratio (50,000 RPM).

68

-- Experimental -*- Equation

1.4

f"T

F8

-*-

Equation F9

-+-?

1-2

"<5

L
*

c
0)

3
(0
CO
0>

0.8
0.6

0.4

Q.

E
o

0.2

'

0.05

0.15

0.1

0.2

0.25

0.3

Flow Coefficient

Figure F4. Garrett

T2 Turbocharger Compressor Pressure Ratio (75,000 RPM).

Experimental -*- Equation F8 -*- Equation F9

1.8
1.6
CO

CC

1.4

<D
L-

3
(0
0)
0)
i_

?
1

Q.
l.

0,8

(/)

(0
0)
1_

0.6

a 04
b
o

0.2

0.05

0.15

0.1

0.2

0.25

Flow Coefficient

Figure F5. Garrett

T2 Turbocharger Compressor Pressure Ratio (100,000 RPM).

69

-- Experimental -*- Equation

F8

-*-

Equation F9

bi

Ratio

ro

Pressure

bi

Compressor

en

o
0.05

0.15

0.1

0.25

0.2

Flow Coefficient

Figure F6. Garrett

T2 Turbocharger Compressor Pressure Ratio (125,000 RPM).

Figures F3, F4, F5, and F6 indicated that the equations, F8 and F9, predicted
similar compressor pressure ratios.

The

figures also illustrate that the accuracy

predictions declined as the rotor speed increased.

The

of such

difference, reflected as a

percentage, between the experimental and theoretical compressor pressure ratios

summarized

in

is

Table Fl.

ROTOR SPEED (RPM)

EQUATION F8

EQUATION F9

after Ref. [12]

after Ref. [13]

50000
75000

1.79

1.78

6.33

6.79

100000

12.92

12.82

125000

20.43

20.34

Table Fl. Percent Difference Between Theoretical and Experimental Compressor

Pressure Ratios.

70

LIST OF REFERENCES

Department of Defense, Unmanned Aerial Vehicles 1994 Master Plan.

2.

Rodgers,
Presented

C, Turbochargers

to

at the International

Small Gas Turbines?, Paper

ASME 97-GT-200,

Gas Turbine and Aeroengine Congress

& Exhibition,

Orlando, Florida, June 2-5, 1997.

3.

4.

5.

6.

Lobik, D. P., Unmanned Aerial Vehicles: A Study of Gas Turbine Application,

M.S.A.E. Thesis, Naval Postgraduate School, Monterey, California, September, 1995.

Grossman, B. L., Testing and Analysis of a Transonic Axial Compressor, M.S.A.E.

Thesis, Naval Postgraduate School, Monterey, California, September, 1997.

American Society of Mechanical Engineers, ASME Power Test Codes Supplement on

Instruments and Apparatus, Part 5 Measurement and Quantity of Materials, Chapter
4, Flow Measurement by Means of Thin Plate Orifices, Flow Nozzles and Venturi
Tubes, American Society of Mechanical Engineers, 1959.

IPX

Jet Engines,

TURBOREC T 240 Starting Procedures/Installation/Setting

Up/Electronic Regulation/Pre-flight Instructions/Technical Specification Manual,

February, 1993.

USA, Sophia J450

Turbine Engine Instruction Manual and

Owner 's

7.

Sophia

8.

Wendland, R. A., Upgrade and Extension of the Data Acquisition System for
Propulsion and Gas Dynamics Laboratories, M.S.A.E. Thesis, Naval Postgraduate
School, Monterey, California, June, 1992.

9.

10.

Kurzke, J., GASTURB 7.0 for Windows, A Program

Design Performance of Gas Turbines, 1996.

Kurzke,

J.,

to Calculate

Guide.

Design and Off-

Preparing Turbomachinery Maps for Performance Computer Programs,

1993.

1 1

Wiesner, F.

ASME,

J.,

A Review of Slip Factors for

Centrifugal Impellers, Transaction of the

October, 1967.

and Peterson, C. R., The Mechanics and Thermodynamics of Propulsion,

Addison-Wesley Publishing Company, Inc., June 1992.

12. Hill, P. G.,

71

13.

Cohen, H., Rodgers, G.

Edition, Halsted Press,

F.

C, Saravanamuttoo, H.

I.

H.,

A John Wiley & Sons Company,

72

Gas Turbine Theory, Second

1973.

BIBLIOGRAPHY

Cheremisinoff, N.

P.,

and Cheremisinoff,

P. N.,

Compressors and Fans, Prentice Hall,

Inc., 1992.

Dixon,

S. L.,

Fluid Mechanics, Thermodynamics of Turbomachinery Pergamon Press,

,

1989.

Ferguson, T. B., The Centrifugal Compressor Stage, Butterworth

Van den Hout,

& Company,

1963.

The Design, Manufacture, and Successful Operation of

a Very Small Turbojet Engine, Paper ASME 96-GT-456, Presented at the International
F.,

and Koullen,

J.,

Gas Turbine and Aeroengine Congress

& Exhibition, Birmingham, United Kingdom,

June 10-13, 1996.

Wilson, D. G., The Design of High-Efficiency Turbomachinery
Massachusetts Institute of Technology Press, 1984.

73

and Gas

Turbines,

The

74

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4.

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6.

7.

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Washington,

75

& Technology

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im

10/ 99 22527-200 -lb