Professional Documents
Culture Documents
GE AIRCRAFT ENGINES
Jet Engines and Propulsion Systems
For Engineers
Edited by
for
GE Aircraft Engines
©1989
m t s
*•»'• ,2/0?/o2.
Vnv
Edited by
0
6S ™ Thaddeus W. Fowler, Ed.D.
Training and Educational Development
and the University of Cincinnati
for
GE Aircraft Engines
©1989
PREFACE
The purpose of this book and the companion course is to present to engineers the knowledge that has been gained about
jet engines and propulsion systems over the past half century. The book and the course are not meant to present ideas at
the highest quantitative level, but are rather to convey fundamental principles from the experts in one area to engineers
in other domains. By doing this each can understand to some degree the problems encountered and approaches taken
across the entire propulsion system. An increased level of insight and cooperation might come about toward developing
even more refined engines and systems.
A number of people have worked together for well over a year to bring about the publication of this book. Each of the
chapter authors are named at the beginning of their contribution. David T. Roessler was instrumental in coordinating
the writing efforts and the course for which this book was written. Additionally, Rick Caudill, Manager of Structures
Drafting, coordinated the production and reviewed the hundreds of drawings and charts in the text. Karen Grimme.
Chris Licht, and Joe Lohre produced the drawings on an interactive graphics system. Jeff Hooper and Don Huber oper-
ated the computer system to plot each of the drawings. Typesetting and keylining were done by Dale Chance, Glenda
Hammon, and Michael Thomas of O'Neil & Associates, Inc.
Thaddeus W. Fowler
i
TABLE OF CONTENTS
CHAPTER I
AIRCRAFT MISSION REQUIREMENTS AND PRELIMINARY ENGINE DESIGN
Design Phases I-i
Conceptual Design 1 -1
Preliminary Design 1-1
Detailed Design 1-1
Aircraft Mission Requirements and Figures of Merit 1-5
Constraint Analysis 1-8
Mission Analysis 1-13
Engine Sizing and Cycle Selection 1-13
Cycle Modelling 1-26
Component Performance 1-28
Preliminary Component Design and Matching I -30
CHAPTER 2
STATIC STRUCTURES
Introduction 2-1
Overall Engine Structure and Major Structural Components 2-1
Design Issues 2-6
Frames 2-7
Casings 2-18
Mounts 2-21
Containment 2-29
Structural Behavior and Analytical Methods 2-31
Maneuver Loads 2-33
Pressure Loads 2-33
Thermal Loads 2-33
Unbalanced Forces 2-34
Limit Conditions 2-35
Ultimate Loads 2-35
Fatigue 2-35
Damage Tolerance 2-36
Material Properties 2-36
Structural Testing 2-40
Summary 2-42
CHAPTER 3
FAN AND COMPRESSOR SYSTEMS
Introduction 3-1
Basic Aerodynamic principles. Components, and Definitions 3-1
Vector Diagrams 3-8
Blading 3-9
Basic Equations 3-10
Performance, Stall, Surge, and Stall Margin 3-11
Trends in Compressor and Fan Design 3-13
Design and Analysis Methods 3-15
Stall Margin Correlation 3-19
Efficiency Potential Correlation 3-20
Axisymmetric Analysis 3-23
Cascade Analysis and Blade Design 3-23
Fan and Prop Fan Configurations 3-28
Variable Geometry, Clearance, and Leakage 3-30
Multi-spool, Variable Geometry and Bleed 3-30
Leakage in Compressors 3-32
u TABLE OF CONTENTS
Clearance Control 3-33
Summary of Aerodynamic Design Considerations 3-33
Airfoil Physical and Functional Mechanical Design 3-33
Airfoil Mechanical Design Considerations 3-46
Airfoil Loading and Environment 3-46
Airfoil Failure Mechanisms 3-49
Ingestion 3-51
Airfoil Tradeoffs and Implications for Design 3-52
Rotor Physical and Functional Description 3-52
Rotor Design Considerations 3-56
Rotor Loading and Environment 3-56
Rotor Failure Mechanisms 3-60
Fatigue 3-60
Overspeed and Burst 3-60
Vibration 3-61
Rotor Tradeoffs and Implications for Design 3-61
Fan and Compressor Casings 3-62
Casing Design Considerations 3-63
Casing Failure Mechanisms 3-63
Buckling 3-63
Vibration 3-64
Other Failures 3-64
Casing Tradeoffs and Implications for Design 3-65
Fan and Compressor Variable Vane Actuation Systems 3-65
Actuation System Design Considerations 3-68
Actuation System Failure Mechanisms 3-68
Wear 3-68
Hammershock 3-68
Actuation System Tradeoffs and Implications for Design 3-68
Fan and Compressor System Design Considerations 3-68
Containment and Vibratory Weak Link Criteria 3-68
System Vibration and Balance 3-69
Stress Analysis of Rotor Disks 3-69
Numerical Example of Rotor Disk Stresses 3-70
Casing Containment Capability 3-73
Low Cycle Fatigue Life Analysis 3-74
CHAPTER 4
COMBUSTOR AND AUGMENTOR DESIGN
Combustor Aerodynamic Design 4-1
Introduction 4-1
Performance Requirements 4-1
Combustion Efficiency 4-1
Total Pressure Loss 4-1
Temperature Rise 4-1
Combustor Exit Pattern Factor 4-4
Combustor Exit Temperature Profile 4-4
Altitude Relight 4-4
Emmision Requirements 4-5
Critical Design Parameters 4-5
Space Rate and Aerodynamic Loading Parameters 4-5
Reference Velocity 4-6
Combustor Dome Height 4-6
Combustor Dome Velocity 4-6
Combustor Length to Dome Height Ratio 4-6
Combustor Passage Velocity 4-6
CHAPTER 5
TURBINES
Turbine Aerodynamic Design 5-1
Introduction . . 5-1
Principles of Operation 5-6
Cycle (or Thermodynamic) Point of View 5-6
Turbine Aero Point of View 5-8
Radial Equilibrium 5-10
Performance Considerations 5-10
Basic Performance Parameters 5-10
Stage Flow Coefficient 5-11
Reaction 5-13
The Turbine Map 5-15
Turbine Loss Sources 5-15
Design considerations 5-24
Cooling Considerations 5-24
Turbine Testing 5-28
Turbine Mechanical Design 5-30
High Pressure Turbine Function 5-30
Design Considerations and Goals 5-30
Turbine Operating Conditions 5-31
High Pressure Stator Component Pans 5-33
HPT Combustor Casing 5.33
Inner Nozzle Support and Inducer 5-33
HP Nozzle 5-34
HP Turbine Shroud 5,34
Static Seals 5-36
HP Rotor Component Parts 5-36
Compressor Discharge Seal (CDP) Disk 5-37
Forward Shaft 5.37
Forward Outer Seal (FOS) Disk and Retainer 5.37
HP Disk 5.38
Aft Retainer 5-38
Aft Shaft 5-38
HP Blade 5.39
The Mechanical Design Process 5.39
The Basic Design 5-41
Preliminary Design 5-41
Engineering Drawings 5-42
Working The Details 5^2
Component and Factor Testing 5-47
Final Certification Analysis 5-47
Low Pressure Turbine Design 5-50
Low Pressure Turbine Rotor Components 5-50
Blades 5-50
IV TABLE OF CONTENTS
LPT Disks 5-50
Interstage Seals 5-50
Blade Retainers 5-52
Shafting 5-52
Low Pressure Turbine Stator Components 5-53
LPT Nozzles 5-53
Shrouds 5-53
Interstage Seals 5-53
Pressure Balance Seal 5-53
CHAPTER 6
ENGINE QUALIFICATION AND CERTIFICATION
Engine Qualification 6-!
Master Test Plan 6-1
Program Master Plan 6-1
Engine Spec and Program Master Plan 6-1
Qualification for Production Release 6-1
Engineering Program Plan 6-1
Design Reviews 6-7
Component Qualification 6-7
Corrosion Qualification 6-13
Altitude Qualification 6-14
Endurance Testing 6-14
Operability Evaluation 6-14
CHAPTER 7
BEARINGS AND SEALS
Introduction 7-1
Mamshaft Bearing Types 7-1
Fatigue Life Considerations 7-4
Ball Dynamic Analysis .- 7-8
Heat Generation and Cooling 7-10
Clearance Control 7-13
Cage Slip 7-14
Preloading of Roller Bearings 7-15
Roller Skewing and End Wear 7-15
Static Capacity/Secondary Damage 7-16
Elastohydrodynamic Lubrication 7-16
Materials 7-18
Dynamic Seal Types 7-20
Labrinth Seals 7-20
Clearance Control 7-20
Stick Slip Instability 7-22
Out of Round Instability 7-22
Campbell's Criterion 7-23
! /Rev Excitation 7-23
Aeroelastic Instability 7-23
Rotor-Staior Interaction 7-23
Acoustic Coupling 7-23
Damping 7-25
Configuration and Materials Consideration 7-25
Carbon Seal Design 7-25
Circumferential Seals 7-25
Face Seals 7-27
Pressure Balanced Split Ring Intershaft Seal 7-27
Split Ring Unbalanced Intershaft Seal 7-27
Materials 7-27
TABLE OF CONTENTS v
Sump Design 7-30
Oil Scavenging 7-30
Fire Safety 7-30
Coking 7-30
Interference Fitting of Bearing Rings 7-30
Bearing Support Stiffness 7-31
Thermal Out of Round 7-31
Faise Bearings 7-31
Titanium Fires 7-31
CHAPTER 8
SECONDARY SYSTEMS
Introduction 8-1
Ait Systems 8-1
HPT Cooling System 8-1
LPT Cavity Purge System 8-5
Parasitic Leakage Purge System 8-5
Heating Systems 8-9
Anti-Icing/De-icing 8-9
CDP Seal Bore Heating 8-9
TRF Hub Heating 8-9
Clearance Control Systems 8-9
Flange Cooling 8-10
LPT Case Cooling 8-10
HPC Bore Cooling 8-10
Seal Pressurization 8-10
Labyrinth Seals 8-14
Customer Bleed 8-16
Oil Systems 8-16
Lube Supply System 8-16
Lube Tank 8-17
Lube Pump 8-17
Lube Pipe Lines and Jets 8-17
Lube Scavenge System 8-19
Lube Scavenge Pump 8-19
Fuel Iol Cooler 8-19
Chip Detectors 8-19
Supm Vent System 8-21
Ait-Oil Separators 8-21
Oil Consumption 8-23
Oil Filtration 8-23
Lube Heat Rejection 8-23
Fire Safety Analysis 8-23
Sump/Support Heat Transfer Analysis 8-23
Axial Bearing Thrust Control 8-26
HP Rotor Thrust 8-26
Interfaces 8-26
CHAPTER 8
INLETS AND EXHAUST SYSTEMS
Aerodynamic Aspects of Inlets and Exhaust Systems 9-1
Introduction 9-1
Inlet Design 9-1
Elements of the Subsonic Inlet 9-1
Inlet Performance 9-1
Low Speed Design Considerations 9-4
VI TABLE OF CONTENTS
Exhaust Nozzles 9-6
Elements of the Exhaust System 9-6
Flowpath Design Considerations 9-7
Exhaust System Performance 9-8
Thrust Reverser 9-8
Elements of the Thrust Reverser System 9-8
Reverser Flowpath Considerations 9-8
Reverser Performance 9-9
Nacelle Design 9-9
Elements of the Nacelle 9-9
Nacelle Performance 9-9
Installed Performance 9-10
Acoustic Considerations 9-10
Mechanical Aspects of Inlets and Exhaust Systems 9-11
Mechanical Design of Inlet 9-11
Lightening Zones 9-16
Commercial High By-Pass Fan Nozzle/Reverser 9-19
Fan Reverser 9-19
Fixed Structure Component System 9-22
Bulkhead Sidewalls 9-22
Inner Cowl 9-22
Outer Support Assembly 9-22
Vane Deflectors 9-22
Translating Cowl 9-22
Fan Reverser Opening System 9-22
Blocker Doors 9-22
Fan Reverser Control Actuation System 9-22
Supply Manifold 9-25
Deploy Operation 9-25
Stow 9-25
Commercial High By-Pass Primary Exhaust System Design , 9-26
Lightening strikes 9-26
Abnormal Condition Requirements 9-26
Structural Property Variables 9-27
Weight and Producibility 9-27
Military Afterburning Variable Nozzle System 9-27
Components and Operation 9-29
CHAPTER 10
INSTALLATION AND CONFIGURATION
Commercial Propulsion System Installation 10-1
Commercial Nacelle Systems 10-1
Inlet 10^
Engine Buildup (EBU) Hardware 10-5
Exhaust System 10-10
Military Engine Installations 10-10
Engine Installation Design Considerations 10-10
Installation Considerations Affecting Engine Maintainability 10-10
Engine Envelope 10-16
Engine-Airframe Interfaces 10-16
Configuration 10-25
Design Philosophy 10-25
Design Approach 10-25
Technical Requirements 10-33
Design Practices 10-33
Design Reviews 10-34
CHAPTER 11
CONTROLS ENGINEERING
Introduction 11-1
Applications 11 -1
Control System Requirements 11-1
Control Philosophy 11-5
Controls Terminology 11-5
Control Strategy 11-5
Developing Requirements 11-5
Control System Design 11-8
Stability and response _ 11-9
Definitions and Nomenclature 11-9
Design Requirements > 11-14
Design Tools and Methods 11-16
Basic Engine Control Functions 11-17
Core and Fan Speed Control 11-17
Acceleration and Deceleration Control 11-19
Variable Stator Vane control 11-21
Speed and CDP Min and Max Limiting 11 -23
Commercial Controls Objectives 11 -26
Power Management Control 11 -26
Idle Speed Control and Scheduling 11-35
Variable Bleed Valves (VBVs) 11 -37
Turbine Clearance Control and Rotor Active Clearance Control 11-39
Reverse Thrust Scheduling ] 1-44
Military Control Objectives 11-45
Fan Inlet Guide Vane Control 11 -45
Turbine Temperature Control 11 -45
Fan Operating Line Control \\ -46
Augmentor Fuel Scheduling 11-50
Special Functions 11 -54
Component Design 11-55
Hydromechanical Control 11-57
Main Engine Controls (MEC's) 11-59
Hydromechanical Units (HMU's) 11-62
Augmentor Fuel Control ,. 11-62
Other Control Components 11 -66
Pumps 11-66
Actuators 11-69
Valves 11-71
Sensors 11 -74
Electronic Controls 11-78
History 11-78
Environmental Design Factors 11-81
Temperature 11-81
Vibration 11-81
Lightening 11-81
Electromagnetic Interference 11 -82
Nuclear Radiation 11 -82
CHAPTER 12
LIFE ANALYSIS
QuaJification/Certification, Life Analysis 12-1
Commercial Life Analysis 12-1
Thermal Analysis 12-1
Stress Analysis 12-2
Flight Cycle 12-6
Materials Data 12-7
Military Approach 12-11
Life Analysis Summary 12-12
CHAPTER 13
PRODUCT SUPPORT
Product Support 13-1
Maintenance 13-3
Field Related Problems 13-5
Engine Aging 13-6
Condition Monitoring 13-8
End User Assessment 13-9
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CONSTRAINT ANALYSIS
(THRUST LOADING vs. AIRCRAFT CHARACTERISTICS
WING LOADING) (LIFT — DRAG POLAR)
MISSION ANALYSIS
1
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REOPTIMIZATION ENGINE SIZING
AND CYCLE SELECTION
1
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COMPONENT DESIGN
1
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PREDICTED A/C PERFORMANCE REVISED A/C CHARACTERISTICS
(LIFT — DRAG POLAR)
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DETAILED DESIGN
CLIMB SPEED
AND POWER CRUISE
LOITER
ACCEL
CLIMB £50 KTS ^
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250 KTS
TAXI
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RANGE
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TURN 0 . 9 / 3 0 . 0 0 0 FT. 4 . 5 G'S SAME AS CAP
TURN 6/30.000 FT. 6.0 G'S
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MACH 1.8
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STOL 2.000 FT FE (FIGHTER ESCORT)
AWS (HIGH) (ALL WEATHER STRIKE)
ASW (ANT! SUBMARINE WARFARE)
MACH
0. 9/200
O
O
O
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<
400
VELOCITY CKNOTSD
Figure 1.6a Typical Subsonic Aircraft Flight Envelope (Fairchild-Republic AlO)
UJ
UJ 60
u_
g 50 STALL AND
O BUFFET
w LIMIT
40*
UJ
=> 30
U 20
<
10
0
1.0 1.5 2.0 2.5
MACH NO.
TROPOSPHERE
S 40-
1 1 ~T 1
400 480 800 HO
TEMPERATURE »R C*F - »R - 459.87*)
40
100 '000
PRESSURE CLB/FT)
1.Q-.
.8 -
.6-
x
< .4-
or
.2 .
0
0 1
HACH NUMBER
Figure 1.7 The US. Standard Atmosphere and a Reference Military Specification (Mil-Spec) Ram Recovery
are Used to Standardize Cycle Calculations. These Schedules Define the Inlet Temperature and Pressure for
a Given Altitude and Mach Number.
60K
i-
UJ 50K *
UJ
UJ
a
- 40K
<
z 30K
UJ
i-
oa.
o
UJ
20K
HOT DAY
TRANS IENT
OPERATI ON
10K
SEA LEVEL
0 0.5 1.0 1.5 2.0 2.5
FLIGHT MACH NUMBER
Figure 1.9 Hot and Cold Day Temperature Excursions Must Also be
Factored into the Engine Operating Envelope.
ACCELERATION
SUPERCRUISE
MAXIMUM
REQUIRED MACH NO.
1.2
SFC
CPPH/LB5 1-0
0. 8
QG TEMP - 1500°F
0 50 100 150 200 250
NET THRUST/CORE AIRFLOW CLB/PPS)
S.F.C.
Q LOW-BPR TF
t - T8D-*17
2 -CJOS-23
3 - enoo
O TUR80JE7S
4 - JS5-17
5 - J85-5
8 - CJ8D3-3
1 - J7»-17
A HI-BPR TF
8 - CFKM-2
9 -
10- CT6-80C2 1000 £000 3000 4000' 5000
6 UDF V0. FT/SEC
2 3
hfc. TROPOPAUSE
Thus, the thermal efficiency increases with flight Mach produce net thrust falls off rapidly and higher specific
number and cycle pressure ratio. From thermodynamics thrusts are needed to maintain high propulsive efficien-
we know that in order to maximize the thermal effi- cies and reduce SFC. This suggests that different aircraft
ciency the heat must be added at the highest possible missions and flight envelopes require different types of
pressure. Or alternatively, the thermodynamic efficiency propulsion systems to maximize efficiency and perform-
of the cycle increases with the product of the ram tem- ance (Figure 1.15).
perature rise and cycle pressure ratio because for a fixed
cycle temperature limit, higher combustor inlet tempera- An additional advantage of a high bypass ratio engine is
tures result in a more "Carnot-looking" cycle. The pro- the reduction in the jet noise, which dominates both side-
pulsive efficiency is maximized when the exhaust jet line and community noise levels at takeoff. The reduc-
velocity approaches the flight velocity. This of course re- tion in discharge velocity produces an attendant
duces the thrust unless the total inlet airflow is in- reduction in turbulent and shear noise generation in the
creased. The thrust per pound of air is referred to as the exhaust jet. During approach, when the engine is throt-
specific thrust and is equal to the discharge velocity at tled back, engine noise is dominated by fan or compres-
static conditions. Note that at low flight Mach numbers sor turbomachinery noise which can be shielded by
high propulsive efficiencies imply low specific thrusts, using sound absorbing materials in the inlet and exhaust
and a high bypass ratio is a natural consequence. By em- ducting. High blade counts in the turbine usually keep
ploying a large diameter fan, a very large mass of air can the associated turbomachinery noise out of the audible
be accelerated to relatively low discharge velocities, frequency range.
producing dramatic reductions in specific fuel consump-
tion. These trends are conveniently summarized in Fig- The higher bypass ratios lead to larger diameter engines,
ures 1.13 and 1.14. Low values of specific thrust are which are heavier in themselves, and incur additional in-
desirable at low flight Mach numbers because the inher- stallation penalties such as higher aircraft weight and
ently better propulsive efficiency leads to a reduction in drag due to larger nacelles. These penalties must be bal-
specific fuel consumption. As flight Mach number in- anced against any uninstalled improvement in SFC. Al-
creases, the ability of high bypass ratio machines to though people generally tend to equate engine size with
THRUST/AIRFLOW
LB/LB/SEC
TURBOJET
LOW BPR TURBOFAN
Figure 7.73 Low Values of Specific Thrust Give Higher Propulsive Efficiency at Low Mach Numbers.
TURBOJET
1.3 -,
SPECIFIC
FUEL 0.9 -
CONSUMPTION / H I G H BPR TURBOFAN
LB/HR/LB
0.7 - I I '
\A
sfl TURBOPROP
si I
0.5 s' II
,' // CONVENTIONAL PROP
s s' // ADVANCED PROP
0.3 " /
1 , j l
r
0.5 1.0 1.5 2.0 2.5
AIRCRAFT MACH NUMBER
Figure 1.14 As Flight Mach Number Increases, Higher Specific Thrusts are Necessary to Maintain High
Propulsive Efficiency and Reduce SFC.
100
1.0 2.0 3.0j 4.0
rs
^^>J
t-
li_ 1 -^l^
n 80 -*-" 1 \TURBO-RAMJET \ 1 )
O
\ i /RAMJETI / ROCKET
o
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•*-» 60 , PLUS REHEATj j
UJ / j TURBO FAN ) TURBO JET
Q
1
3
(-
1-
40
/ AV
TURBO / V /
/A
A, / k
< 20 \
/ISTQ/J / \ /
/ \ \
/ \ \ \
0 •••• • * • ••••• • ' * r \
400 600 1200 1600 2000 2400 2600
Figure 1.15 Typical Flight Envelopes — All Air-Breathing Engines are Speed and Altitude Limited. The
Aircraft Flight Envelope is Used to Identify a Suitable Propulsion System for a Given Mission Specification.
maximum available thrust or shaft horsepower, airflow boundary layers and blade row physical blockages act to
capacity is probably a better measurement of physical reduce the specific flow. Accordingly, specific flows of
size. Selection of an inlet airflow and inlet Mach number 40 to 43 Ibs/sec/ft2 are representative of fans, and values
implies a certain engine diameter through the compressi- of 37 to 40 are representative of core compressors.
ble flow function relationship. Compressors have lower limits because of larger bound-
ary layers in the transition ducts and physical blockages
M such as struts.
flc-1)
AP 1+ M>]'
Engine weight is also strongly affected by the turbine in-
let temperature and cycle pressure ratio. At a condition
where W = mass flow rate, T = total temperature, P = of constant thrust, weight is reduced by increasing tur-
total pressure, R = universal gas constant, A = annulus bine inlet temperature, which increases the exhaust jet
area, and K = (k + l)/2(k-l). velocities thereby reducing the airflow requirement.
High strength superalloys, along with advances in tur-
The corrected flow per unit annulus area, or the specific bine cooling technology, permit operation at higher tem-
flow, is a maximum of 49.92 pounds per second for an peratures and working stress levels. Increasing the cycle
axial Mach number of unity (annulus choke). Since pressure ratio raises the engine weight by increasing the
losses are proportioned to Mach number squared, Mach number of compression stages and the required thickness
numbers much less than one are generally employed at of the fan and compressor casings. Since the pressure
the engine inlet. But the engine diameter is a function of rise per stage is a function of blade aerodynamics and ro-
annulus area and fan radius ratio, which in turn is a func- tor tip speed, high strength materials allow for higher ro-
tion of the available technology. Consequently, inlet tational speeds which make it possible to achieve the
Mach numbers are selected as high as is prudently possi- same pressure rise with fewer stages.
ble in order to reduce engine diameter and weight. Wall
Figure 1.16 Fan/Core Matching Requirements Constrain Bypass Ratio and Fan Pressure Ratio
Combinations.
TSFC
CCRUISE CONDITIONS}
-* — THRUST REQUIRED
NET THRUST
Figure 1.17 Bypass Ratio Selection Affects Engine Size and SFC Characteristics.
For a military fighter engine sizing requirements are a = angle of attack, and Nt - turn load factor = (L +
usually expressed in terms of parameters which describe Fg sin a)/W.
the energy states of the aircraft.
The specific excess power is a measure of the time rate
• Specific Excess Power (ft/sec) of change of the energy per pound of aircraft weight and
is equal to zero when the drag of the airplane and the
maximum available thrust from the engine are equal.
This indicates a condition at which the energy level of
*-(-^)v the aircraft can no longer be increased. Sustained "G" is
the maximum number of G's that the aircraft is capable
• Turn Rate (deg/sec) of in a constant airspeed level turn. The lift needed to
balance the aircraft weight and centrifugal force causes a
large drag increase which must be balanced by installed
TR = 57.3 -X- VNt2 - l
thrust. The equation for P s may be manipulated to di-
rectly yield the required thrust.
• Tum Radius (ft)
F n ^ <M0, h) = •—- W + D
R . — *
gVNt3 - 1
Contours of constant P s are plotted in Figure 1.18 for a
2 constant aircraft weight. The impact of the augmentor on
• Sustained Gs (ft/sec )
P s is quite dramatic.
.2 .4 .6 .8 1.0 1.2
MACH NUMBER
FULL AUGMENTATION
MACH NUMBER
Figure 7.18 Augmentation in Order to Satisfy Energy and Maneuverability Requirement (P$)
FPR CPR
0.9
T41 CONSTANT 365 3.6 5
T3 CONSTANT 367 3.6 7
435 4.3 5
0.8 . 437 4.3 7
367
0.7
0.6
DESIGN
BYPASS
RATIO 0-5
0.4 365
0.3 435
DESIGN OVERALL PRESSURE RATIO
30 24 !8
0.2
6 1.8 2.0 2.2 2.4 2.6 2.8
DESIGN F L I G H T MACH NUMBER
THRUST
THRTJ5T
SLS
0.5 365
1.1'
THRUST
1.0
THRUST CONSTANT
SLS OVERALL
0.9 PRESSURE
RATIO
0.8
0.7
0.6
0.0
1.6 1.8 2.0 2.2 2.4 2.6 2.8
FLIGHT MACH NUMBER
FPR - 3.6
0.
xA
SFC
•2
-4,
-6
18 20 22 24 26 28 30
SFC
MIN SFC
FUEL FLOW
SFC
L/D
THRUST
Figure 1.23 Maximum subsonic range does not necessarily occur at SFC minimum. An engine which has
been sized by high Mach thrust or maneuverability requirements will be throttled well back from SFC
minimum at cruise. An aircraft with a long subsonic cruise leg will be designed to cruise at wing UD (lift to
drag ratio) maximum.
Figure 1.24 shows a supersonic cruise condition that thrusts associated with high bypass ratios and low fan
might be required of a multi-mission aircraft. The peak pressure ratios are desired for subsonic cruise.
range condition does not occur at the SFC minimum or
peak L/D. If the aircraft had a stringent supersonic The ability to modulate the bypass ratio results in addi-
cruise (supercruise) requirement, more emphasis would tional benefits in installed performance by reducing the
be placed on matching the SFC and L/D zero slope inlet spill drag and afterbody drag. Inlet and exhaust sys-
points to maximize range. tems that are sized at supersonic flight conditions have
inlet airflow spillage and afterbody pressure drag at sub-
A concept which is now being extensively evaluated is sonic cruise conditions. These are referred to as throttle
the variable cycle engine. A variable cycle engine has dependent drags because the magnitude of the losses is a
the capability to vary primary cycle parameters such as function of the airflow demand and, hence, the power
bypass ratio, fan pressure ratio, and overall pressure ra- setting of the engine. Therefore, the ability to hold the
tio to optimize engine performance at both subsonic and design inlet airflow at off design Mach numbers and re-
supersonic flight conditions. The ability to vary these duced power settings reduces the inlet spill drag. Hold-
basic cycle parameters requires the addition of several ing the airflow by increasing the bypass ratio also
variable geometry features. However, the addition of increases the required exhaust system area, reducing the
these variable geometry features introduces a host of de- afterbody drag in the dry subsonic cruise mode by limit-
sign and control complexities. Consequently, a variable ing the amount of nozzle closure.
cycle engine would be most attractive on a mixed mis-
sion aircraft where fuel consumption is divided nearly
equally between subsonic cruise and supersonic cruise CYCLE MODELLING
flight conditions. Higher fan pressure ratios and lower
bypass ratios are necessary for low specific fuel con-
The engine cycle is a mathematical model of the aero-
sumption at supersonic cruise while lower specific
thermodynamics of the internal flow in the engine. The
SFC
P-MIN <FC
LIFT
DRAG / L / D MAX
FUEL FLOW
SFC
L/D MAX RANGE
THRUST
Figure 1.24 Maximum range at supersonic cruise conditions is hard to balance with subsonic cruise
requirements. Maximum supersonic range is not coincident with either peak UD or minimum SFC and
usually occurs at partial augmentation. For a mission with an extensive supercruise leg, the airframe and
engine would preferably be designed so that the wing peak UD and min SFC Ppints would be (almost)
coincident with the maximum supersonic cruise range (matching zero slopes).
cycle model is used to determine all pertinent perform- and pressures are also determined at any engine location
ance data for a given flight condition when the compo- defined in the model. This information is then used by
nent characteristics and fuel flow are known. Although component designers and other specialists to calculate
the fundamentals are the same, a turbofan, turbojet, and pressure forces and thermal stresses on stationary and
turboshaft engine all have unique modelling require- rotating parts as well as to design to expected levels of
ments; and a two spool engine model will be different performance.
than a single spool model. The cycle model strictly ad-
heres to the principles of mass and energy conservation A typical steady state cycle model will consist of the fol-
so that the difference between the gas flow exiting a lowing information stored as coefficients of polynomials
component and that entering a downstream component or as tabular data along with appropriate interpolation
must be equal after accounting for scheduled bleeds, routines:
leakage, and the addition of fuel or water to the mass
flow. Two mechanically connected components must ro-
• Thermodynamic properties of dry air as a function of
tate at a constant speed ratio. The power delivered by a
turbine must equal that required by the compressor, fan, altitude and temperature,
or propeller to which it is connected less any power re-
quired to drive attached accessories and any parasitic • Thermodynamic properties of water vapor in order
losses such as fuel and oil pumps. These along with to account for humidity or the effects of injecting wa-
other mechanical and aerothermodynamic constraints ter into the engine inlet for purposes of power aug-
are formulated into a series of nonlinear, simultaneous mentation.
equations which the computer solves for a specific
steady state operating point. And, in addition to calculat- • Thermodynamic properties for the products of com-
ing overall engine performance, flow rates temperatures bustion for the fuel to be used,
20 30 •0 50 60 70 80 80 100 110
CORRECTED FLOW. PERCENT
EFFICIENCY ISLANDS
LINES OF CONSTANT
FLOW FUNCTION
1 T
120 160 200 240
CORRECTED SPEED - N/VT
Unlike compressors, turbines are almost always cooled Component matching and off design performance are
and therefore cannot be considered to be adiabatic. critical considerations when coupling compressors and
However, the adiabatic performance is usually presented turbines. Consequently, component performance must
and thr i-stintati'.'! . f the effects of the cooling air is de- be presented over the full speed range of the engine so
termined separately and applied to the adiabatic map that the equilibrium operating line can be determined. At
performance. The energy extracted (actual energy) in speeds below the design point, or at over-speed condi-
the turbine is normalized by the inlet temperature, and tions, the operating line on the compressor may be too
contours of constant adiabatic efficiency and flow func- close to the stall line, and flow instabilities and surge
tion are plotted. may be encountered for flow perturbations or for inlet
pressure and temperature distortion.
HPT and LPT average gas temperature limit at rotor inlet T41 (max), T49 (max)
Maximum pressures and loadings on nozzle plugs, flaps, and P8-PAMB (max)
reverse rs
Exhaust nozzle area ratio limits for actuator and flap design A9/A8 (min, max)
Combustor and afterburner fuel flows for control design and WF3 (min, max)
fuel/oil heat exchanger temperature limits WF6 (min, max)
Gearbox and shaft torque limits for power turbine output and PWX (max)
customer power extraction
the Euler equation, which give the work input for a ro- Typical values of turbine work coefficient are around
tating blade row; unity. Counter-rotating vaneless turbines are a factor of
two higher. The same set of design rules apply to a
gJAH = A(UCu) counter-rotating design, but since the loss associated
with the vane is absent, a higher work extraction and ro-
where Cu is the tangential component of the fluid veloc- tor loss can be tolerated without a reduction in the over-
ity. all efficiency. Alternately, a low work extraction may be
employed to achieve a higher efficiency. A representa-
In axial compressors and turbines it can be assumed that tive value of compressor work coefficient is 0.8.
the radial shift in the streamline between the inlet and
exit of a blade row is small, so mat the change in the
With the specific work established from the cycle, the
blade rotational speed along a streamline is negligible.
designer selects the work coefficient and calculates the
The work coefficient becomes
required wheel speed. The rotational speed of the spool
is limited by the thermal environment of the turbine, and
^ = ACu/2U (turbines)
practical upper limits on turbine blade wheel speeds are
2,000 ft/sec at the blade tip.
4* = 2.iCu/U (compressors)
Stall pressure ratio on each compression component for stall P/P (stall)
margin stack on operating line
Combustor and augmentor fuel flows for burner smoke, WF3 (min, max)
emissions and stability limits and augmentor thrust jumps WF6 (min, max)
Turbine corrected speed, work and pressure ratio limits N/T V T (max)
AHH" (max)
P/P (max)
Exhaust nozzle area requirements for complete expansion and A9/A8 (min, max)
nozzle stability
Turbine rotational speed constraints are usually ex- higher loadings, but reduces the efficiency and limits
pressed as the product of the annulus area and the square power extraction at high power due to annulus choke.
of the speed AN2. The actual limiting value of AN2 will Due to these considerations, axial Mach numbers at the
depend upon the turbine inlet temperature and the blade turbine rarely exceed 0.5. With the annulus area so de-
material. The numerical value of AN2 rarely exceeds 5 termined the spool rotational speed is calculated from
x 109, where the annulus area is expressed in inches the assumed value of AN2. With the wheel speed and ro-
squared. (An annulus area of 500 in2 and an RPM of tational speed known, the radial location of the turbine
10,000 yields AN2 = 5 x 109.) Another rotational may be calculated using
speed limiting parameter is bearing DN, where D is the
bearing race inner diameter in millimeters. DN then is U = TRN/360
simply a way of referring to the bearing peripheral sur-
face speed. DN values are restricted to 2.2 x 106, and it where U is in ft/sec, R is radius in inches, and N is revo-
is usually only in small machines where this becomes a lutions per minute.
limiting parameter.
With the RPM of the spool determined the next step is to
Once the AN 2 limit has been established, the annulus define the compressor configuration.The first step is to
area is selected from the turbine exit Mach number con- determine the annulus area at the compressor inlet. The
siderations. Selection of a higher turbine exit Mach compressor inlet corrected flow, given by the cycle, and
number reduces the annulus area and tends to enable an assumption of the inlet specific flow and radius ratio
~0
m
r
>
so
m
z
o
tn
am
CO
a
2:
Figure 1.28 Comparison of an Advanced Military Fighter Engine with a F110-GE-100 Engine
TREUMINI^YENGINETE^
1-36
Chapter 2 ent types of loads. Extreme loads are called ultimate for
which there is a criteria of no failure. Limit loads can ap-
proach yield, but there cannot be any permanent defor-
STATIC STRUCTURES mation. Normal operating loads occur every day in
varying degrees during service and the predicted cyclic
life must be compatible with the rest of the components
of the engine.
by Thomas S. Eichelberger
OVERALL ENGINE STRUCTURE AND
MAJOR STRUCTURAL COMPONENTS
The CF6-50 (Figure 2.1) is a high bypass fan engine
which is used in primarily commercial applications, al-
though it is also used on the 747 Flying Command Posts
INTRODUCTION that are in the Air Force inventory. In the diagram it is
shown with its full nacelle, some parts of which are sup-
The static parts of the engine are all of those parts that do plied by the airframe manufacturer. Forward (on the left
not rotate. Static structures provide the overall backbone in GE engine drawings) is the inlet, made of aluminum
of the engine from mount-to-mount and extend fore and sheet frames and skins with thinner barrel lined with
aft to support the inlet and the exhaust nozzle or rever- acoustic treatment. The inlet and cowls, which form the
ser. Figure 2.1 is a typical high bypass commercial en- outer fiowpath for the fan and core discharge, are air-
gine. Figure 2.2 is a typical military engine with a frame designed and supplied. The fan and core thrust re-
relatively low bypass ratio. In both the elements of the verser are GE designed and supplied. The first engine
engine which constitute the basic backbone structure are static structural parts we see, as we follow the flow of air
labelled. These are the frames, casings, pressure vessels through the engine, are the fan cases which are bolted to
(including the combustor casings), the mounts (fore and the outer end of the fan frame struts and provide the sup-
aft), and any containment systems that are separate from port for the inlet. The inner part of the fan frame, or
the casings. In this chapter we are concerned with how hub, provides the gooseneck shaped fiowpath from the
the separate elements work together to provide the over- booster into the inlet of the high pressure compressor.
all static structure of an engine. The hub also supports the tt\ bearing by means of a large
aluminum cone and the ffl roller bearing by a cast steel
What are the major design issues which dictate the na- cone. These two bearings hold the fan shaft and the front
ture of the frames, casings and mounts? What are the end of the low pressure shaft. The inner surface of the
loads for which we must design? First of all, the static thrust reverser, while it provides the fiowpath and acous-
components must maintain alignment between the rotors tic treatment for the fan discharge, is not part of the basic
and stators of the turbomachinery. In many cases, this structure of the engine. From the fan frame hub the main
dictates a need for stiffness, rather than strength, in the structural loadpath is the casing of the high pressure
frames and in the casings between the frames. The major compressor, the compressor rear frame, a turbine mid-
sources of load for the engine, which translate into frame, and finally, the low pressure turbine casing. The
forces on the structure, are the maneuver loads, acceler- compressor rear frame is also the combustor casing and
ation and gyroscopic forces and moments through the the high pressure turbine casing. The turbine mid-frame
bearings into the frame hubs, unbalance in the rotors, carries the aft mounts. The low pressure turbine casing
pressures internal to the fiowpath, and thermal differen- provides the support for the primary nozzle and, in this
tials induced by the hot gases flowing through the com- diagram, a turbine reverser.
ponents.
Note that the fan frame hub carries the 03 ball bearing at
Another requirement in the definition of static structures the front of the high pressure compressor, and the com-
is the dynamic behavior of the engine and its possible in- pressor rear frame carries the #4 roller bearing between
teraction with the airframe in which it is installed. This the rear of the compressor and the front of the high pres-
is a major influence on the stiffness of frames between sure turbine. The turbine mid-frame carries two roller
the sump hub and outer casing and the stiffness of cas- bearings, the #5 bearing at the rear of the high pressure
ings between frames and mounts. All of this must be turbine and the #6 bearing at the forward shaft of the low
combined with design features and analysis which will pressure turbine. At the rear of the basic engine, just
enable the static structure components to handle differ- ahead of the turbine reverser, is the turbine rear frame.
<Q
3"
a>
O
3
CO
CO
Turbine rear frame
tt> LPT casing
o
5' Compressor Turbine mid-frame
3
rear frame
Accessory and combustor
Transfer casing
gear box gear box
dj
c (/)
*-J
co CO
ron
oU_
E
CO
h _
u_
fe-K
r~
energy of a fan blade released due to a shank failure at the high by-pass commercial engines. There is a long fan
the disk dovetail. In the -80A containment system, duct that carries the flow from the fan back to the mix-
shown atthe top of Figure 2.3, the steel ring has been ers, so that the core stream and the fan bypass stream are
machined down until it is just a very thin shell, except mixed just ahead of the augmentor. The duct that sur-
for the section for about 2 inches behind the front flange rounds this fan flow is quite large in diameter and stiff.
where the steel itself must provide all of the containment Consequently, the structural characteristics of this en-
capability. The containment of fan blade particles or the gine with the forward mount on the front frame and the
energy of an entire blade are absorbed by a Kevlar belt aft mount on the mount ring outside the turbine frame
over the fan blades. The basic system consists of the thin are quite different from the structural characteristics of
steel shell, a deep section of aluminum honeycomb, and the large fan engine where the mounts are on the basic
a graphite-epoxy outer band forming a sandwich that core structure. For this engine, the entire augmentor and
gives an equivalent stiffness to that achieved by the steel nozzle assembly is cantilevered from the rear frame,
shell and the stiffener ring of the -50. The Kevlar con- which is just behind the low pressure turbine. There is
tainment consists of many layers of Kevlar cloth, in this no sump and bearings inside the combustor on this en-
case about 65 layers, that are woven to have the pocket gine. The connection between the compressor and the
shape that you see in the diagram. This containment sys- high pressure turbine is a large tube or shaft. The bear-
tem design is equivalent to the magician's trick of catch- ing that supports the back end of the high pressure rotor
ing a bullet in a silk handkerchief. is an intershaft bearing between the high pressure tur-
bine aft shaft and the low pressure shaft. The LP shaft,
Moving aft from the fan, the booster and the gooseneck in turn, is supported by a bearing from the turbine
passage into the high pressure compressor look very frame. This makes a very stiff HP rotor, but a somewhat
similar to that of the -50. The compressor flowpath con- softer support for the HP rear shaft than if there were a
tour appears to be quite similar, though the detailed aero- frame and bearings between the turbines. There are both
dynamics of the airfoils is somewhat different. advantages and disadvantages for an arrangement of in-
However, in the rear section of the -80A compressor the tershaft bearings supporting a high pressure turbine as
casing goes all the way to the 14th stage. There is no in- opposed to a sump and a high pressure turbine overhung
termediate bolted joint like there was on the -50, which from a compressor rear frame.
originally had a titanium forward case and an Inconel
718 aft case. The -80A has a steel case of M152 over the
entire compressor. Extra length in the compressor flow- DESIGN ISSUES
path has been removed and the CRF struts have been
moved forward. The fuel nozzles and the combustor
Let us turn now to considerations of the details of the
have been moved closer to the aft edge of the struts. All
various static structural elements of the engine. As we
of these changes have significantly shortened the -80A
look at how a variety of problems are dealt with, bear in
engine. In the absence of a turbine mid-frame, with a
mind the design issues that must be addressed in the de-
gooseneck to the stage 1 low pressure turbine blades, the
sign of all these parts.
LPT of the -80A now has a near cylindrical inside diam-
eter and a conical outside shape as opposed to the -50
Strength - Consideration must be given to the ioads that
which has the cylindrical outside diameter on the flow-
must be carried, how the loadpaths transmit forces be-
path and a conical inside shape. The turbine rear frame
tween elements, and the stresses that are involved versus
serves as the support for the low pressure turbine as well
the material properties of the parts.
as for the mounting of the engine to the pylon. Finally,
the turbine frame has much longer struts in the axial di-
rection because they serve as airfoils straightening the Alignment - The static structures of the engines are ma-
flow entering the exhaust nozzle. jor contributors to the performance and the retention of
performance of an engine since they maintain alignment
between the turbomachinery rotors and staiors.
Figure 2.2 is a supersonic, low by-pass, augmented tur-
bofan for the military and powers the BIB bomber. Stiffness - The stiffness of the static elements, their re-
Again, starting on the left at the forward end of the en- sistance to deformation or distortion under load, deter-
gine, there is a front frame. It supports a small sump and mines in large measure the alignment of the rotor and
bearing so that this fan is what is known as "straddle stator elements of the flowpath under normal operating
mounted," with a bearing forward and aft. The aft bear- conditions. By normal operation it is generally meant the
ing is carried in the fan frame. This engine does not have steady-state conditions and the deflections that occur as a
a booster or low pressure compressor. The small diame- result of maneuver loads. A major secondary considera-
ter basic structure of this engine is quite different from tion in stiffness is related to the dynamics of the engine.
Outer shell
Engine t
Splitter
Engine c
Forward
1
fabricated 17-4ph
upper & lower reverser
strut interface
seen between the hub strut stubs and the struts proper
just inside the acoustic panel on the 12 o'clock strut.
When it was first proposed that this frame be titanium,
the remark was made that, "Well, we had cast the entire
F1I0 fan frame — hub, struts, outer case — all in one
piece...." The statement made the -80C2 hub casting
rather unremarkable until it was pointed out that the hub
was bigger than even the outside diameter of the outer
case of the Fl 10 fan frame. The castings are chem-
milled to remove the alpha case formed in the outer lay- Fan outlet guide vanes
ers of the titanium, which is a serious detriment to long
fatigue life. In the early 1970s the fan frames of the CF6-
6 and -50 were fabricated by welding together 31 cast
segments to form the hub of the frame. The struts were
welded from eight stamped and bent pieces of sheet
metal.
form the hub, 27 pieces welded together to form the Note that there are three cones bolted to flanges on the
outer case, 24 pieces welded to form the 6 struts, and inside of the frame; one on the inner flowpath supporting
one splitter ring. A total of 73 pieces welded together to die compressor diffuser passage (CDP) seal, one bolted
make one fan frame. As the 376th unit was produced, to the forward side of the hub supporting the forward
well down the learning curve, the shop cost was end of the sump, and one bolted to a flange on the aft end
$47,500. For the 100th unit produced of the one-piece of the hub supporting the sump and the high pressure tur-
cast titanium fan frame for the Fl 10, the cost was only bine nozzle inner band. The thermal A Ts associated
$42,500 and decreasing. with these bolted flanges and the stress concentration of
the bolt holes have generated significant stresses and po-
Directly aft of the compressor is located the compressor tential life problems for these frames.
rear frame (CRF), assuming the engine has bearings be-
tween the compressor and the high pressure turbine. Now compare Figure 2 . H , which is the -80C2 com-
Figure 2.10 is the compressor rear frame for the CF6- pressor rear frame. The most significant change is that
80A. This is a short compact version of the frame that this is a one-piece casting from the sump support cone
was used in the -50 family. The basic frame of 10 struts, into the hub through the struts up to the outer shell of the
the outer pressure shell, and the forward part of the com- frame and aft through the combustor casing, all the way
bustor casing is cast in one piece of Inco 718. The aft to the aft flange at the high pressure turbine case. There
section of the pressure shell is made out of roiled and is only one weld in the entire pressure shell, between the
welded rings and forged rings. On the left, the forward casting and the forged front flange. This forward flange
side of the frame, the flange and front of the shell is a connection is very similar to the -80A. There are no ax-
flash-welded ring. In the CF6-50, the outlet guide vanes ial welds at all in this frame. Significant life improve-
were nested in the split casing of the compressor. Here ments have been introduced in the way in which the
the outlet guide vanes are nested in the forward section sump support cone is cast integrally with the hub so
of the CRF shell, trapped by the rear flanges of the com- there is no bolted joint. The CDP seal support flange
pressor case. This isolates the pressure shell and the in- comes off the hub rather than the inner flowpath, so that
side diameter of the flange from the main flowpath. In these thermal stress problems have been minimized.
the -50 the flange inside diameter and shell were washed Where there was a bolted joint at the aft inner flange of
by the compressor discharge air and the large thermal the -80A, there is a welded combustor inner flowpath
gradient established during transients was a major cause which carries the load back to the turbine nozzle. Fi-
of cracking of this flange, a serious short-life problem. nally, on the outer flowpath we have optimized die pads
Forged fwd
flange similar
to -80A
Isolated CDP
flange
Integral fwd
sump support
L7W aft sump
similar to -80A
Simplified 1 pc cast fwd
sump housing with reversed
4R/4B loc.
K?
Roller bearings
TF39 CF6
Turbine mkJ frame Turbine mid frame
Inlet at
strut scoops
Engine
Mount
CASINGS are the primary means of support for the engine. The ir
ner casings over the compressor, combustor, and tur-
The casings are the outer shells between the frames bines support the core turbomachinery and are critical tn
which form part of the structural backbone of the engine. maintaining alignment and performance. One of the rm
Naturally, they take their first name from the component jor considerations in the design of casings is its bucklin.w
they surround: fan, compressor, combustor, high pres- strength or the capability of withstanding large compres-
sure turbine, low pressure turbine. The outer ducts may sive loads generally combined with bending. The lowc-
have similar designations, such as fan duct or bypass half of Figure 2.23 shows how buckling capability hi
duct or augmentor duct. In addition to carrying the me- been treated in the fan bypass duct and extension duct
chanical loads between the frames, inlets, and exhaust with a waffle pattern of ribs and rings to reduce the size
nozzles, the casings may very well be pressure shells of the panels, that might buckle, and increase the stabi
containing low-pressure/low-temperature air or high- ity of the duct. Figure 2.24 is a photograph of the fa
pressure/high-temperature air or gas. The casings are duct showing the results of the chem-milling of this tita-
connected with bolted flanges which carry the major nium shell in order to achieve adequate buckling capabil-
loads through the engine. ity at low weight.
Figure 2.23 presents a good summary of the Fl 10 cas- It is not the intent of this section to deal in detail with the
ing locations and some of their features, since it shows design of compressor and turbine outer casings. Hov
both a cross-section and an outside view. The principal ever. Figure 2.25 is worth examination as an indicatic
structural load path is clearly depicted from the front of the problems faced in the design of pressure shell,
frame outer casing through the fan casing, the fan frame that are also in the main structural loadpath. This is th<
outer shell, and the fan bypass duct between the fan combustor casing in the military engine version of tl
frame and the turbine frame. Supporting the cantilevered CFM56 family. Note that the outer pressure shell sep
back end of the engine is a duct over the augmentor rates from the compressor ftowpath at stage 5, and th<
mixer and the augmentor duct extending back to the var- structural path continues up as a cone out and around thi
iable nozzle. It is quite apparent that these outer shells combustor liner. There are bolted joints that mu
MOUNTS If mounts for military engines are less than optimum be-
cause of the need to meet interfaces in existing aircraft,
There are probably as many different mount designs as are the mounts for commercial engines any better? Well,
there are engine models. Since we concluded the section they are getting better than they were fifteen years ago,
on casings with remarks about the Fl 10 family, we starting with the TF39 and evolving to the CF6-6. It has
should look at the Fl 10 mounts first. What must an en- already been mentioned that the -6 and early -50 engines
gine mount system do? A mount should hold the engine used a front thrust mount that carried about 95% of the
in the aircraft in such a way as to minimize the distortion thrust into the 12 o'clock fan frame strut which distorted
of the engine. That is to say it must minimize the overall the top of the forward section of the compressor case.
bending of the engine structure and minimize local de- Additionally, in our consideration of turbine mid-
flections at the points of attachment. The mount system frames, we looked at the heavy mount section required
also must be capable of carrying all of the inertial or ma- because the three mount clevises had to be between
neuver loads to which the engine is subjected as well as struts to permit the insertion of the expand bolts. Models
normal and reverse thrusts. Generally, the first design of the -50 and all of the -80A engines use a load spread-
criteria are the limiting ones in the life of the aircraft. ing front mount which carries the thrust load into the fan
These include limit loads with yielding, ultimate loads frame at approximately + 2 7 ° from top center and car-
with no separation under crash, or major unbalance as ries the vertical load into the compressor case at about
would occur with blade loss. A second design criteria is 45°. This five link front mount system is shown in Fig-
cyclic loading without fatigue failures that would cause ure 2.32. While this mount is not perfect, it does intro-
the engine to separate from the aircraft. duce an improvement in reduced local distortion
STATIC STRUCTURES
Figure 2.29 F110 Mount Locations and Reactions
Engine mount
yoke
(INC0 718)
Note: 1718 Ti-6-4,
& rub mat'l all
corrosion resistant
Cross-section of
360° ring stiffened
Sect F-F Sect B-B case
(INC0 718) Rub material (elastomer)
Top view
-SO same except platform shorter
& (2) bolts to pylon
Installation
interface
Mount load
resolution Center link
point
Side link
Compressor
case
that permitted us to tighten the clearances in the forward Finally, let us look at the front thrust mount for the *
compressor stages. 80C2 engine. Since this was a new engine, restrictions
on the interface loads to the pylon were negotiable (as
The aft mount that goes on the -80A turbine frame is opposed to the -50 and -80A where the aircraft attach-
shown in Figures 2.33 and 2.34. The mount clevises on ment already existed and was not capable of taking any
the frame have moved to the ends of the struts, so that moment). Figure 2.35 shows how the front mount is in-
the loadpath from the rotor support consists of forces stalled on the engine behind the fan frame and over the
along the polygonal elements of the outer case and ten- compressor case. Figure 2.36 shows this mount in
sion or compression loads along the strut centerlines. greater detail. Vertical load is transmitted by four bolts
Bending in the frame elements due to thermal and mount between the platform and the pylon foot and then to the
loads has been significantly reduced or eliminated. The mount yoke. In the mount yoke the vertical loads are
rear mount connection to the pylon consists of a two part carried down links on both sides to clevises on the fan
assembly. The lower part is tied by means of the pin in a frame. Side load is similarly carried from the platform to
spherical bearing to the right frame clevis, so that both the yoke and out through the fixed link on the left side of
vertical and horizontal loads can be taken in any combi- the engine. Thrust load is carried from the platform
nation. On the left side there is a pivoting link between through the platform links to clevises on the mount yoke
the clevis and the lower mount fitting, so that it can ac- and then forward by means of thrust links to clevises that
commodate differential thermal expansion of the frame are part of the fan frame at ± 45 ° from top center. The
and the mount. The upper mount fitting has a bearing in angle of the thrust links and the moment from the pylon
both the right and left sides so that the lower mount fit- makes this mount better man the -50 and -80A mounts in
ting can pivot relative to the upper, accommodating dif- spreading the thrust load and reducing backbone bend-
ferential thermal expansion of the engine relative to the ing.
pylon.
Mount reaction
View A-A
View B-B
Strut aft
Installation bulkhead
interlace
Upper mount
fitting
Lower mount
fitting
Turbine
Frame
Engine mount
platform
Engine mount
Deflection yoke
limiter
Platform
link
Uniassfaaory
effective
t h i c k n e s s - -10
inches Projected Cap*b*ry
ia-M*i
with the Kevlar belts over the honeycomb sandwich. To epoxy to form the stiff sandwich. Cast titanium brackets
preserve the same containment capability forward and are riveted and bonded to the inlet flange to reinforce it
aft. the steel shell was thickened so thai it was identical at the bolted connections to the inlet. Sixty-five layers of
to the -50 at the forward flange in front of the Kevlar Kevlar cloth are used in the containment wraps. The fi-
system. When we observed that lhe-80 system was mar- nal design on the -80C2 containment system is summa-
ginal in containment in the aft direction, the steel shell rized in Figure 2.42.
also was thickened aft of the Kevlar. The Kevlar itself
could not be extended any further aft because a mounting
ring was needed to carry the fan mounted gearbox, STRUCTURAL BEHAVIOR AND
which is a part of the -80A1 engines for the A310. This ANALYTICAL METHODS
then established the criteria for the design of the -80C2.
With no fan mounted gearbox the Kevlar was extended Thrust is the most obvious of the loads on engine struc-
aft to provide the same 18° angle of protection as the ture. It is the reason the engine is on the aircraft in the
steel shell for the -80A. In the forward direction, how- first place. Thrust is developed not only from the ex-
ever, the design was considered to be inadequate because haust gases exiting the nozzles, but also from the pres-
Kevlar did not extend to the same angle as had been cov- sure distribution due to the airflow on the nacelles. It
ered by the steel in the -50 and the -80A. The inner alu- may be that in certain sections of the casings the loads
minum shell and forward flange of the -80C2 is not will be tensile rather than compressive. The engine may
considered to have any significant containment capabil- be trying to pull instead of push, as it carries the net
ity. The solution to this problem is shown in Figure 2.41 thrust out to the connection to the aircraft. In Figure
The forward flange of the -80C2 was moved forward by 2.29 we showed examples of how thrust is carried to the
two inches and additional layers of Kevlar were carried aircraft for military engines. Now consider Figure 2.43
forward with it. The lower sketch in the figure shows the which shows the reactions between engine and pylon for
final arrangement for the -80C2. The inner shell is a the -80A engine. The forward thrust mount assembly
2219 aluminum alloy, to which is bonded a 1/8 inch cell carries axial thrust, vertical, and side loads. The swing-
aluminum honeycomb covered with layers of graphite ing link and fixed link connections at the rear mount
£_JL
Aluminum inner case
2219-T85T1
ExoeriPnce base
CF6-80A graphite/kevlar/aluminum
honey comb core/steel case
carry side and vertical load and reaction torque. Just as Pressure loads are due to high differential pressures oc-
the thrust reaction for the Fl 10-400 is displaced from the curring in the rear stages of the compressor case through
center line of the engine and results in significant bend- die combustor case and through the high pressure tur-
ing due to axial forces, so in the CF6-80 and -50 the ax- bine structures. Lower APs occur in the forward part of
ial forces are reacted 20 inches from the centerline. For the compressor, in the low pressure turbines, and even in
normal thrust alone there is a bending moment of one the fan cases and ducts. While the pressures in nacelles
million inch-pounds applied to the engine at the front may be modest, diameters can be very large and the
end of the compressor. In addition to thrust forces other hoop stresses can be quite high. In the case of inlet struc-
forces act on the engine. tures or nacelles the normal AP may be only fractions of
a psi. But, under burst duct or ruptured casing conditions
Maneuver Loads are the forces and moments generated the inlet and nacelle structures must be able to take sev-
by the inertia of the mass of the engine, both rotors and eral psi before vents open to relieve the pressure.
stators. Figure 2.44 taken from the basic specifications
for military engines, shows the basic requirement for the Thermal loading results from different temperatures in
FI01, F110, F404, andTF34 families of engines. For a parts of a component made from the same material, dif-
moment, imagine what the forces on the entire structure, ferent temperatures between connected parts as in the
and in particular the mounting, must be for the F110-400 thermal expansion of an engine relative to the pylon or
Navy engine. These engines can be subjected to 9 Gs aft strut to which it is mounted, different coefficients of ex-
during catapult and as much as 10 Gs forward during ar- pansion between connected parts of different materials
rested carrier landing. As the hook engages and the air- all at the same temperature, different coefficients of ex-
craft slams to the deck, there can be a 10 G down load pansion along with different temperatures between ele-
tending to bend the engine between its mounts. For the ments made of different materials. Thermal loads and
internal frame structures the gyroscopic and inertia loads their resulting stresses are really the forces required to
on the rotors are transmitted to the bearings and, hence, deflect all of the components so they will have the same
to the hubs of the frame and then out to the outer shells dimensions between matching points. As we have
and mounts. These forces and the acceleration forces not looked at the various structural elements and how they
only load the ball and roller bearings and the static struc- have evolved, we have seen several ways in which ther-
tures, but also tend to bend and distort the rotors them- mal mismatch has been accommodated to minimize the
selves.
I*
Ijntknc IvmirwE
(0 u u trull]
( 2
1
4 3 2 1
> " " ( t 7 1 8 tO
2
•3
—-* 1
i
t
7
• y
\
'
Figure 7-2
Figure 2.44 Externally Applied Forces
thermal forces. Another possibility is to select materials should be prepared and added to the technical require-
with low coefficients of expansion. However, the very ments for ail engines as a guide to the design engineers.
low thermal expansion alloys often have very poor me- For every engine there should be some level of unbal-
chanical properties and are not suitable for prime struc- ance in each rotor for which the engine can operate in-
tural elements. In some cases thermal mismatch can be definitely with no fatigue or other damage. At a high
accommodated for through the use of pivoting links with level of damage the engine should be able to operate for
spherical bearings at the ends. Two examples of this 30 minutes at various power levels and then be safely
treatment are the main mounting links between engine shut down with no fatigue or other damage. At the high-
and aircraft and the outer links of the turbine frames on est levels of unbalance at which the engine could con-
the F101 and Fl 10 families. Here the hotter core engine tinue to run and generate usable thrust, 30 seconds of
is permitted to move freely relative to the colder outer operation should be expected until the crew can safely
duct. shut down. At the end of that operation, there may be
some minor fatigue cracks in the static structure and per-
Unbalanced forces in new engines occur as the result of haps some repairable failures of secondary components.
variations in the weight of airfoils, eccentricities, and However, there would be no loss of components or dam-
the lack of squareness in the manufacture of rotor com- age that could cause a fire, destroy bearings, or in any
ponents. The normal tolerance stack-up may result in a way threaten the aircraft. Finally, the ultimate unbal-
rotor with a slightly bent center line. The resulting un- ance, the worst load conceivable, is the release of a full
balance is reduced to acceptable limits before the engine fan blade at the disk dovetail along with all of the result-
is shipped. But, in the course of service, airfoils may be ing secondary damage. We would expect major damage
damaged by foreign objects (hopefully, we never have in the form of cracks and tears and probable destruction
any domestic object damage), erosion, deterioration of of bearings, but no loss of parts or failure of major load
the tip caps of cooled airfoils, or fatigue or stress rupture paths, no separation from the aircraft, no threat to the
deterioration which releases a part of the airfoil. Table safety of flight, or fires. Depending on the level of dam-
2.2 summarizes the requirements for unbalance that age, the engine would either shut itself down or would
were developed for the CF6-50 models as a result of be shut down by the crew.
field problems of major unbalance. A similar table
B) FAN -15,000 GM-IN (OUTER PANEL) 5 MINUTES AT T/O, CREW ACTION NONE
BSTR -15,000 GM-IN (6 STG 2 AJf) 10 MINUTES AT CLIMB,
HPC -700 GM-IN (1/2 OF STG 1) 15 MINUTES AT CRUISE,
HPT -1500 GM-IN (2 STAGE 2 A/F) SAFE SHUTDOWN.
LPT -8400 GM-IN (1 STG 4 A/F)
C) FAN -50,000 GM-IN (BELOW DAMPER) 15 SECONDS AT T/O, CREW ACTION MINOR DISTORTION
BSTR -50,000 GM-IN (20 STG 2 A/F) 15 SECONDS AT 50% T/O AND/OR FATIGUE
HPC -3300 GM-IN (2 STG A/F) POWER; SAFE SHUTDOWN CRACKS; REPAIRS
HPT -6750 GM-IN (3 STG. 2 AIRFOILS) REQUIRED.
LPT -17,000 GM-IN (2 STG 4 A/F)
Assume for the moment that the analysis has been per- Ultimate toads are. defined as those whichmight occur
formed and we know the stresses and deflections that re- once in the lifetime of all the engines in the fleet for
sults from the loads discussed. What are the criteria by a particular aircraft. Significant plastic deformation
which we measure success? How do we know whether can occur, but no fracture or other ultimate failures are
or not our structure is adequate for the purpose? allowed that would prevent carrying the full load, such
as buckling. There may be a requirement that the engine
Limit conditions for a commercial engine is defined as continue to generate some fraction of its thrust
one which will occur once in the life of the engine and capability.
the criteria is that there shall be no permanent deforma-
tion and in some cases no loss of performance. There Fatigue capability of the structure must be evaluated for
may be a number of limit loads defined in the engine low flight cycle fatigue variation of thrust, high maneu-
technical requirements or in the customer's product ver loads, pressure, and thermal loading. Repetitive ma-
specifications. No permanent deformation could be in- neuver load information is supplied by the airframer
terpreted as no yielding anywhere. Usually, it means that manufacturer in the form of number of exceedances per
there is no measureable deformation. Yielding can occur flights or operating hours. Figure 2.45 is one such typi-
in very small areas of high stress. The "no loss of per- cal exceedance curve for vertical G's on a military
formance" is a much more severe criterion, because it fighter. These loads when combined with engine thrust
means that the rotors cannot move into the stators and loading produce a total mount reaction fatigue load spec-
rub open clearances and thereby degrade the perform- trum for analysis. Figure 2.46 displays a resulting fa-
ance of the components. In some military specifications, tigue load spectrum for a typical military application at
limit is defined as occurring once per flight. This means one mount location and direction. In some applications
that the smalt local high stress areas, which could be al- there are changes of power level and maneuvers which
lowed to yield in a once-in-a-lifetime case, must now result in smaller secondary cycles. High cycle fatigue
be considered relative to the fatigue strength of the capability must be evaluated against the stresses which
material. are induced by unbalance or frequently repetitive
5 10000
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* General stress levels/internal load distribution
Figure 2.48 Redundant Structural Analysis Model
%.
^ L
Figure 2.50 Overall Engine Structural Model
Capacity
2.000,000 .n«
Strut 12
Saw-cut
at sirut-to Strut 1
hub weld
joint
Saw-cut at axial
weld between outer
case panels.
flange to flange
Figure 2.54 Induced Partial Crack in Weld Joint
Outer case
panels
along the line of the weld. Figure 2.55 shows the results
of the failsafe test. Although the stmt failed and the Strut 2
mount deflected two-thirds of an inch, the loads were Strut 3
supported by the redundancy of the outer shell and the
other 11 struts. Figure 2.56 shows how a failure of an
outer case panel weld was simulated by cutting through
axially. The failsafe load was applied to the mount over
strut #2 and again the test was successful. The load was
carried by the redundancy of the strut, the flanges and
the other remaining struts.
Axial welds
between outer
case welds
-Pressu
urbine
w
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a
Legend
1. Spinner Cone 6. Fan Shaft
2. Fan Blades (7 of 38) 7. Fan Frame, Aft Case and Outlet Guide Vanes
3. Fan Forward Case 8. High Pressure Compressor (HPC) Stator
4. Low Pressure Compressor (LPC) Booster Stator 9. HPC Rotor
5. LPC Booster Rotor
1.6 =Location of first stage stator at LE achieve high pressure ratios (e.g. 23:1) on a single spf
casing at high levels of efficiency.
1.9 —Location of first stage stator at TE
casing Vector Diagrams - Vector diagrams are extremely u r ;
fill tools for describing the magnitude and direction :
Stations for the second stage would the air velocity at various locations in the compressiu
be: 2.0, 2.5, 2.6, 2.9, where the system. They are used extensively by designers as the
' number preceding the decimal indi- "set" the blading.
cates the stage number and the fol-
- lowing number indicates the
A velocity vector diagram, shown in Figure 3.9, relatt
location within the stage
the absolute velocity, C, the velocity relative to a fra~
of reference fixed to the moving rotor blades, W, and
Tip clearance =the radial distance between the air-
velocity of the reference frame (i.e., wheel speed), «.
foil tip and the adjacent flowpath, e
Several quantities and relationships are also shown, ii
The basic principle of operation of a compressor is that eluding:
kinetic energy (increase in tangential momentum) is im-
parted to the air by means of the rotating blades. This en- W&0 = relative velocity and air angle
ergy is then converted to a pressure rise by the diffusion
process, which occurs in both the rotor blades and the C&a ^absolute velocity and air angle
stator vanes. The process occurs in a singie stage and is
repeated by succeeding stages until the desired pressure = relative tangential velocity
ratio is attained. The power to drive the compressor is
derived from the turbine. An axial-flow compressor can =absolute tangential velocity
Stator
Thickness
Aspect Ratio
_ h
Distribution
ty
Deviation
Angle
* = %-%
Tangential Direction
^
$2
Figure 3.10 Blading
Incidence Staggered
angle, i =the difference between the inlet air spacing ~g = S cos £ (see sketch)
angle and the leading edge
meanline angle i = /3j - /3j* or a\ - Passage aspect
a,* ratio = H/g, blade length (height) divided
by staggered spacing (see sketch)
Deviation
angle, 6 =the difference between the exit air Stacking point =the point on which the airfoil sec:
angle and the trailing edge tions are stacked to form a blade oi
meanline angle = 02 " &2* o r a2 " vane
Q
2*
Basic Equations - The basic equations for computin,
Spacing, S =the circumferential distance be- the temperature rise obtained in a compressor for a giver
tween two blades or two vanes. S = pressure ratio and efficiency are given in Table 3.1 t
2 r/N where N = number of blades equations 3-1 and 3-2 where:
or vanes
Adiabatic efficiency is the ratio of the ideal enthalpy
Solidity, 0 = o = chord/spacing change to the actual enthalpy change between th
same two pressures. This definition has die disadvai
Aspect ratio = blade height, h, divided by pit- tage of varying with pressure ratio, 7jad is usuall;
chline chord, c shown on a compressor performance map.
Tr
^3 T„ ( 3 A A yh - 1 3-1 3-5
p p
PT2 Tin " Sin
gJCptrATT)p gJCp(ATT)p
(^rCu)Pitch = 3-3
Up up
rw
P72 f. ^Z ( t a n a2 ~ tan a
i). ± 1
] 7/7-1
3-4
PT1 -['- HT
The change in tangential momentum across each rotor PERFORMANCE, STALL, SURGE AND
can be computed from the temperature rise across the ro- STALL MARGIN
tor using equation 3-3. The pressure ratio achieved can
be related to the flow turning across a blade row (c*2 - Compressor performance is usually presented in the
a]), equation 3-4. form of a compressor map, as shown in Figure 3.11, in
which pressure ratio and adiabatic efficiency are plotted
The loss in a compressor is usually expressed in terms of as a function of corrected mass flowrate for various
a total pressure loss coefficient, OJ, as defined in equation speed lines. Note the design-point goal and the stall line
3-5. For a rotor blade row, the relative total pressure is in the diagram.
used, and for a stator the absolute total pressure is used.
Rotating stall and surge phenomena in axial flow com-
The reaction of a compressor is defined as the static pressors rank among the most serious problem areas in
pressure rise occurring across the rotor blade divided by turbomachinery aerodynamics. Gas turbine engines may
the static pressure rise occurring across the stage, equa- encounter severe performance and durability problems if
tion 3-6.
10US
Total
Pressure
Ratio
^ D*ngn Point
M**CL
APPPW TaktoA *UxCR.
30% fos GIDL F1DL
4 • ••
the compressor is not able to avoid stalls or surges over pressure waves to move upstream (compression waves)
its entire range of operation. In addition, the ability to or downstream (rarefaction waves).
recover from stall or surge, once encountered, is criti-
cal. These phenomena are described with reference to Surge is a response of the entire engine which is charac-
the performance map of Figure 3.12, which is a repre- terized by a flow stoppage or reversal in the compression
sentative speed line from Figure 3.11. system. Upon surge, a compression component will un-
load by permitting the compressed fluid in downstream
As mass flow is decreased (throttle closed), pressure in- stages to expand in the upstream direction, forming a
creases and the compressor will operate in a stable man- more or less planar wave which at high speeds often
ner along the unstalled characteristic from points A - B. leads to flow reversal. The compressor can recover and
Further reduction in mass flow below point B will bring begin again to pump flow. However, if the surge induc-
about rotating stall and the operating point will suddenly ing cause is not removed, the compressor will surge
drop to a new stable condition in rotating stall, point C. again, and will continue the surge/recovery cycle until
If the mass flow is increased (throttle opened), the com- some relief is provided. Surge may be initiated by rotat-
pressor does not jump back to point B, but operates ing stall.
along the stalled characteristic to point D. Further in-
crease in mass flow beyond D causes the operating point One can distinguish between two types of stall. Blade
to jump up to point E on the unstalled characteristic. Re- stall is a two-dimensional type of stall, where a signifi-
gion B, C, D, E, B is the stall hysteresis region. cant portion of the blade has large wakes due to substan-
tial thickening or separation of the suction surface
Stall (rotating stall more accurately) is a flow breakdown boundary layer. Wall stall is an endwall boundary layer
at one or more compressor blades. Typically, a rotating separation.
stall is a stagnated region of air which moves in the cir-
cumferential direction of rotor rotation, but at a fraction Stall margin is a measure of the operating range between
of the rotor speed. At a given throttle setting it does not the design point and the in-stal! point B. It is computed
move axially in either direction, although it may cause as follows:
Flow
« * •
Pressure
Coefficient
AP
V2pU£
Flow Coefficient Up
Typical design values of stall margin range from 15 to materials and advanced mechanical design techniques
25%. are also being used.
•
JO
a
Spool •
P n t t u r * 15
Ratio
10
5 1 1 !
1950 1960 1970 1940
Average
loading 0.4
Ap/q
Average
Aspect
Ratio
1.3
1.6 --
Stage 1 4 — •
Average • • •
Solidity w ^
•
1.0 _ •
•
0.8 i i
1950 I960 1970 1980
Year
Figure 3.13 Compressor Design Trends
CJ805
CF6-50
CFM56
en I Energy Efficient
Engine (E3)
>
O
o
s
S Figure 3. U Compressor Design Trend
O
o
ft
n
uu
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c
co
Oi
s.
"o
c
o
.»
CO
o
o
*»-
CO
I
5 *°w w
o> -S
Hem Effect
Stall
Item Efficiency Resistance
End-Wall
Boundary
Layers
Rotor
Dovetail
Leakage
No single solution of the equations of motion can, at this dependence on tip clearance, bladerow axial spacing,
time, fully and exactly represent the flowfield. Conse- Reynolds number, and the type of vector diagrams em-
quently the designer must rely on data correlations and ployed.
approximate solutions. Two very successful design cor-
relations are stall margin and efficiency potential. Since a stage of an axial flow compressor functions by
diffusing the working fluid, its limiting pressure rise
Stall Margin Correlation As discussed earlier, rotating ought to be a function of cascade geometrical parameters
stall and surge phenomena in axial flow compressors that are analogous to those used to correlate two-
rank among the most serious problems in turboma- dimensional diffuser data. It should be recalled that the
chinery aerodynamics. Consequently, it is important to diffusion process is one in which, as area increases, the
have a reliable method to evaluate the stall margin capa- velocity of a fluid decreases and the static pressure in-
bility of a new compressor during the early preliminary creases. This 2-D diffuser performance is often pre-
design phase. The aerodynamic designer must be as- sented as shown in Figure 3.17, where contours of
sured that critical design features such as blade speed, constant static-pressure-rise coefficient are plotted ver-
number of stages, aspect ratio, solidity, through-flow sus area ratio and length-to-inlet-width ratio. For a given
Mach number, and blade tip clearance are consistent diffuser length-to-inlet-width ratio, there is an area ratio
with the stall margin requirements. for which the static-pressure rise coefficient is at a maxi-
mum. Further increases in area ratio only increases the
To satisfy this need, a stall margin correlation has been amount of separated flow and actually decreases the
developed that gives the peak pressure rise coefficient pressure rise. In a compressor cascade the area ratio ex-
achievable in the multistage environment where stall is perienced by the fluid is not fixed by the blade geometry
usually caused by flow breakdowns in the endwall re- alone. Instead, it increases when the cascade is throttled
gion. This is called CUSS (Compressor Unification to higher incidence angles and lower flow rates. Eventu-
Study) at GE. Peak recover was found to be a function of ally the cascade stalls, and a maximum static-pressure-
a cascade geometrical parameter analogous to that used rise is obtained. In either a diffuser or a compressor
to correlate diffuser performance, with additional cascade, both the maximum static-pressure rise and the
cc
n
2 4 6 10 15 20
Diffuser Length: Inlet Passage Width, N/w-t
corresponding limiting area ratio should be functions of Efficiency Potential Correlation A preliminary desig..
an appropriately formulated ratio of the diffusion length model capable of predicting the maximum efficiency po-
to some characteristic dimension of the flow's cross- tential of an axial-flow compressor has also been devel?
sectional area. For a compressor cascade it is the exit oped. The model considers blade profile losses, leading
flow area that remains roughly constant over the range edge bluntness and passage shock losses, endwaii
of operation, while flow area at the inlet varies. Thus a boundary layer losses, and part-span shroud losses (Fig-
correlating parameter for compressors is used that con- ure 3.19). The model does not account for losses assc'
sists of the ratio of diffusion length to a cascade exit di- dated with off-design operation, blading unsuited to th
mension (rather than an inlet dimension as is done for aerodynamic environment, or poor hardware quality.
diffusers). The parameter is the arc, or meanline, length The loss model is constructed using rational fluid-
of the cambered airfoil divided by the staggered spacing dynamic elements, such as boundary layer theory, wher
at the cascade trailing edge, L/g2, involving aspect ratio ever feasible in an attempt to minimize empirics
and solidity. The similarity between diffuser geometry influences. However, some empiricism inevitable
and compressor blading geometry is shown. This con- enters.
cept forms the basis of the compressor stall margin cor-
relation. Design parameters that affect the efficiency are numei
ous. They include vector diagram shape, aerodynami<
The correlation of stalling static-pressure-rise coefficient loading level, aspect ratio, solidity, clearances, airfo
versus diffusion-length to exit-passage-width parameter maximum and edge thicknesses, annulus area contrac
is shown in Figure 3.18. The correlation gives designers tion, Mach number, Reynolds number, airfoil surfac<
a means of predicting the maximum achievable pressure finish, and part-span shroud placement. The efficient
rise for well-designed axial flow compressors. Note that model is found to be in satisfactory agreement wit
as solidity increases and aspect ratio decreases, the max- multistage compressor experience that covers a wic
imum pressure-rise capability of the compressor stage range of these design parameters.
increases. This is the reason for the trend toward high
solidity, low aspect ratio compressors.
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t/5
Hub
n
o
The calculation procedure centers around the solution of Witfi a trial airfoil constructed the pressure distributions
the radial equilibrium equation. The radial equilibrium on the airfoil surface are computed by the Cascade Anal-
equation is simply the radial component of the momen- yses Streamline Curvature (CASC) computer program.
tum equation written in a relatively cylindrical coordi- This is shown schematically in Figure 3.20. The de-
nate system r, 9 , Z in which 9 is measured relative to signer then looks at the "goodness" of the pressure dis-
the rotating frame of reference and Z is measured along tribution, some examples of which are shown in Figure
the compressor axis. It is the function of this equation to 3.21. The magnitude of the leading edge loading is ex-
describe the radial variation of flow properties at each amined. Examples of nominal incidence and incidence
station. All phenomena affecting the momentum must be that is too low or high are shown in Figures 3.21a, b,
accounted for, including meridional streamline curva- and c, respectively. Likewise the magnitude of the peak
ture, blade thickness blockage gradients, circumferential suction surface velocity at B and the diffusion on the suc-
vorticity components, and non-radial blade elements. tion surface B-C-D are examined. Adjustments in the
There may even be vorticity, entropy gradients, and airfoil shape (incidence angle, meanline shape or thick-
stagnation enthalpy gradients in the fluid. ness distribution) are then made until the desired pres-
sure distributions are achieved.
The iterative calculation scheme used, called CAFD
(circumferential average flow determination), is itera- This type of analysis is conducted for every airfoil sec-
tive. The designer specifies the radial distribution of ro- tion that makes up each IGV, rotor, and stator in die
tor work input and stator turning that is desired compressor. The design process is an iterative one (Fig-
stage-by-stage. CAFD computes the vector diagrams ure 3.20). After the blading is designed, the effect of the
(Figure 3.9) and other information associated with these blading is input back into CAFD and the axisymmetric
specified quantities. How CAFD fits into the design analysis is repeated, with that result feeding into CASC
scheme is shown schematically in Figure 3.20. to redesign the blading. Anodier iteration loop "SEC-
OND", shown in Figure 3.20, is used to compute sec-
Cascade Analysis and Blade Design After the radial ondary flow, but this is too complex for this discussion.
distributions of air angles and velocities (vector diagram
information) are determined by CAFD, the blading can For transonic fans, like the E3 fan shown in Figure 3.22
be designed. This is where the cascade analysis is uti- and front stages of high pressure compressors, the addi-
lized to give the flowfield solution between the blades tional features of shock waves must be included in the
and to find the pressure (velocity) distribution along the analysis.
airfoil surface.
High bypass fan blades typically have large amounts
First a trial airfoil shape is constructed as follows: inci- of radial twist and hub slope. The flowfield relative to
dence angles, i, and deviation angles, 6, are selected so the rotating blades varies from transonic/supersonic in
that the slope of the airfoil meanline at the leading edge the outer region to subsonic near the hub as shown in
and trailing edge can be established relative to the air an- Figure 3.23. Different airfoil shapes are required in
gles (Figure 3.10). Then the meanline shapes and thick- each flow regime to minimize losses and provide ade-
ness distributions are defined to obtain an airfoil shape. quate passage areas. Incidence and deviation angles are
xd
TV
Z
5*
v
• Blade Row Inlet
Conditions
• Lamina Thlcknest
• Primary Flow
Vector Triangles 17
CASC CAFD Second
• Work Distribution • Mixing
Through Blade \ Coefficient
• 2-D Exit Angles
V • Overturning
0.2
0.6
Normalized 1.0
Normalized
Pressure Pressure
Pressure Surlact
1.4
1.8 1
20 40 60 80 100 0 20 40 60 80 100
Percent Chord Percent Chord
A) Nominal Incidence B) Incidence too Low
0.2
A-E Measure of Leading Edge Loading
B Peak Suction Surface Velocity
C Dllluslon on Suction Surface Normalized
F Pressure Surface Pressure
D Kutta Condition Satisfied at Trailing Edge
0 20 40 60 80 100
Percent Chord
C) Incidence too High
Part Span
Supersonic Shroud Axial Inlet
1 = 1.4 to 1.1 M' - 0.7
M' = 1.0
1.4
Incidence
Relative to
Suction
Transonic Surface
Tangential
M' = 1.1 to 0.9
Subsonic
M' = 0.9 to 0.7
M' = 0.5
Fan Containment
Fractional Stage
c±te
Island
Bypass
Airflow
Bypass Flow
Splitter
Transition
Duct
To High Pressure
(Core) Compressor
50
0.5 0.6 0.7 0.8 0.9
Counter-Rotating
UDF Blades
Exhaust
Nozzle
w
_J11 Ms'-I,
Stationary Support
Structure
-Lock Nut
-Washer
Lever Arm "^f" ^^- Bushing
Bushing
Shim
•inr Actuation Ring
Case
- Inner Washer
•*. Vane
CS
¥
Shroud D -«-Pln
Effect of Variable IGV
on Rotor Inlet W&£
Bushing No Preswiri
Preswiri
Seal
iimiiiiniiiiii
Teeth
pressured trying to force the less-dense air through the SFC 3 to 10% higher than that of a new engine. Sealing
rear stages. Mid-stage bleed allows this excess mass clearances also have a significant effect on compressor
flow to be removed and the front stages to pump. As stall margin and are directly responsible for thrust
speed increases, work input increases, the air is com- droop.
pressed and goes through the area of the rear stages. At
this point, bleed is no longer required. Variable geome- Primary gas path seals perform two functions. They
try can also be used to control pumping in the front minimize gas recirculation between the blade tips and
block. The higher the pressure ratio across a given block the wail for unshrouded airfoils, between shroud seals
of stages on the same spool, the more severe the prob- and labyrinth teeth, and across blade dovetail rotors and
lem. platforms. Primary gas path seals also minimize gas
leakage out of the primary gas path (across flanges, vari-
Leakage in Compressors Aircraft gas turbine engines able vane pivots, and compressor end seals).
have a large number of locations where air leakage can
occur and the cumulative effect of leakage on engine The leakage of gas across the airfoil tip from the pres-
power, thrust and fuel usage can be significant. Typical sure surface to the suction surface and the subsequent in-
leakage paths are shown in Figure 3.34. In order to pre- teraction with the endwall boundary layer of the primary
serve efficiency in modern engines, which can have very gas stream and the production of secondary flows can
high overall pressure ratios in the compression system produce substantial loss in efficiency and stall margin. In
(e.g. 38:1), close attention must be paid to leakage, seals one research compressor data were obtained at two lev-
and clearance. To compound the problem, evidence els of tip-clearance-to-blade-height ratio. 1.38% and
from airline reports notes that a typical high bypass ratio 2.8%. This increase in tip clearance costs 1.5 points in
engine has an SFC increase of about 1 to 1 1/2% per peak efficiency, 11.0% in stalling flow coefficient (flow
year. Periodic overhauls do not fully recover this effi- range) and 9.7% in peak pressure rise relative to the
ciency loss. The final result can be an engine with an nominal clearance.
§
s
S
c
<D
w"
CD
C
5
*
i
o
O
c\i
co
>/ V **i
C//y 2 /
.Stator OD
Bleed Holes
-- , r ". V
Dovetail Leakage
Leakage Variable Stator Pivot Leakage
Rub
Strips
Potential
Rub
Radius
ENCirc
CENTERLINE
STACKING AXIS
SECTION A-A
SUBSCRIPTS
0 « ROOT OR HUB
ENGINE CENTERLINE t «= TIP
TE « TRAILING EDGE
LE - LEADING EDGE
SA - STACKING AXIS
IN * INLET
POLYGON
AIRFOIL ,
STACK ING iL
AXIS — CUSTOM
SECTION X-X TS <r THICKNESS
DISTRIBUTION
SECTION Y-Y
Re CTO SHROUD
* CG)
SEE FIGURE 2
FOR AIRFOIL R n CTO AIRFOIL
NOMENCLATURE ROOT)
BLADE PARAMETERS
Number of Blades NB
Aspect Ratio (root) AR
Radius Ratio (inlet) Rjn
Radius Ratio (average) R
Aerodynamic Tip Speed 2TN ft/sec
(at inlet plane) 60 12
Mechanical Tip Speed 2TN JL ft/sec
Ut =
(at stack axis) 60 12
Boot Radius in.
(at stack axis)
ro
Tip Radius in.
(at stack axis)
ro
Solidity (root)
^0
Solidity (tip) o\
Maximum Thickness/Chord t M /C
Shroud Location Span ns %
Chord nc %
CANT I LEVERED
CIRCUMFERENTIAL BLISK PART-SPAN
DOVETAIL SHROUD
Low Low High F404 Fan Part-Span Shroud 2/Rev Margin, Instability, Shank
Flexibility-Stresses
GE29 Compressor 1 Blisk Panel Modes
T700 Compressor 1 Blisk Passing Frequencies
High Low High CFe-e.-SO.-aOA.-SOC Fan Part-Span Shroud 2/Rev Margin, Torsional
Instability
CFM56-2 Fan Tip Shroud 2/Rev Margin
TF34 Fan Pin Joint 2/Rev Margin
F110 Fan Part-Span Shroud 2/Rev Margin, Instability, Shank
Flexibility, and Stresses
High Low Low J85-21 Compressor Front Pin Joint and Instability
Part-Span Shroud
CF6-6.-50,-BOA,-80C Compressor 1 Part-Span Shroud Instability
CFM56-3 Fan 1 Part-Span Shroud 2/Rev Margin, Torsional
Instability
THICKNESS DISTRIBUTION
S SYMMETRIC ABOUT
50X CHORD
• For supersonic and recent transonic/subsonic airfoils, thickness vs °/o chord is given by a, b, and c
Tc-TE X
a. — (TK - X ) where: • TK = 2 double circular arc
TM-TE TK" 1 l v
' J
• X
X == Fracti
Fractional distance from airfoil edge
to thickness location
b. Quarter Sine Wave
T
C-TE = S I N (X X )
c. Combinations of (a) and (b), and commonly combined with 65 series trailing edge
Blisk (Integral blade and disk) The stress distribution at or near the airfoil root must bt
determined from component tests since classical analyj
Examples of each of these root attachments are shown in includes the assumptions that "plane sections rcma
Figure 3.40. plane" and that there are no abrupt changes in cross sec
tion. However, these "end effects" exist at changes ir
cross section including the shroud-to-airfoil transitu
AIRFOIL MECHANICAL DESIGN and airfoil root-to-platform transition. Experiment
CONSIDERATIONS verification may also include photoelastic model tests of
critical stress areas using models cast in molds from ac-
tual hardware.
Airfoil design is a collaborative effort by aerodynamics,
aeromechanics, and mechanical design. No single de-
sign discipline has total control over any of the design
parameters. Figure 3.42 and 3.43 show a generalized AIRFOIL LOADING AND
new design flowchart and a detail design flowchart, re- ENVIRONMENT
spectively.
Blade frequencies, stresses, and stability are affected br
The design of an airfoil is begun by setting a basic size thermodynamic cycle, control system, and aerodynam
based on required airflow and available space. In consid- parameters. Airfoil loads are a result of gas loads and re
eration of flow, efficiency, and stall margin require- tor centrifugal loads in the case of rotor blades. Gas
ments, aerodynamics design will set a preliminary loads induce several types of airfoil stresses includirv
flowpath. Parameters subject to significant iteration be- elastic steady-state bending stress, separated flow force
fore the design concept is set to include the number of vibration stress due to non-periodic flow separation, vi-
stages, blade/vane aspect ratios, inlet radius ratio, and bratory stresses due to stall (surge) loading, and "per-
tip speed. rev" induced vibratory stresses resulting from inl<
airflow pressure/density variation (distortion). Blad
In addition to these basic design parameters the design metal temperatures can affect frequencies and stresses
process requires consideration of resonant frequencies, due to changes in the modulus of elasticity. Aerodynamic
steady-state and vibratory stresses/deflections, aerody- parameters such as incidence angle, mach number, an
namic loading effects, aeroelastic instability/flutter, pressure ratio can affect aeroelastic stability.
dovetail versus airfoil strengths, retention and locking,
and shroud designs. For engine applications with noise Attention should be given to flight envelope and contrc'
emission requirements, the blade number, blade-to-vane system extremes. Off-design point gas loading estimate
spacing, and blade number to vane number ratios are ad- can be obtained using gas loading parameters which arc
ditional issues, and the design process is not completed a function of corrected speed and pressure ratio. In addi-
without consideration of materials and coatings, drawing tion to steady-state loads, airfoils must accommodate v
delineation, manufacturing and quality control, and ex- brations induced by both upstream and downstrear
perimental verification. airfoil flow disturbances, bearing per rev excitation, and
overall engine vibration.
When hardware becomes available, the next step in the
design process is experimental verification of design cal- Ultimate load conditions result from stalls and foreig
culations and demonstration that design intent was met. object ingestion. These types of loads are very difficult
This is accomplished through bench and engine tests to to determine and design margin must be provided base'
determine: on experience.
WEIGHT/COST
FLOW. RATIO FORCED VIBRATION AND
STABILITY
I STRESSAIFE
SPECIFIC FLOW
HATERIALS
SIRP IN6ESTIOH
EFFICIENCY STEADY STATE
I ASSEMBLY ITWfM
CMUSrLlTir
STALL H A M IN I KAIHTAINABILITY
DETAILED PARAMETRIC*
LOfl
STUDIES/TRADEOFFS
J P R U U W U ) DESIGN
1 BMCTIYtt
iyuj MTiriffg
DETAILED DETAIUD
DETAILED PARAHETRICal HECHANICAL ADWMttHAHICAL.
DEFINITION ANALYSI3
ITWIEf/Tf
FINAL DESIGN
I
PROCURE AND TEST
PRELIM. 3D FLOWPATH
1
A/F COORD.
1
° ID & OD FLOWPATH DRAW INGS DESIGN
0 & REVIEW
AIRFOIL DEFINITION
•
0
BLADE & VANE AXIAL LOC. MYLARS
BLADE STACKING
3"FLEXURAL C3F] 3"T0RSI0N C3T) I "-2 STRIPE C1-2S) l"-3 STRIPE C1-3S3
1 8/REV
STAGE 4. 5
VANE NUMBER
DIFFERENCE
1 O/REV
STAGE 5. 6
VANE NUMBER
DIFFERENCE
8/REV STRUTS
6/REV
1032 OF
MAX I HUH
ROTOR SPEED TRANSIENT
SPEED
Figure 3.47 shows a typical fan or compressor with in- ance especially in compressors where the edges are thin
stability regimes. The design objective is to be within and will erode quickly. For this reason military helicop-
experience if possible. This is accomplished by com- ter engines, such as the T700, have air-dirt separators in
paring the new design to similar designs with known in- the engine inlets to prevent severe erosion from opera-
stability boundaries based on several parameters tion in desert or beach areas.
including incidence angle and reduced velocity so that
A major concern in large transport engines is damage to
*2Vrcl the fan blades from birds and ice. Engine certification
Reduced Velocity = (3-9) programs require testing of all possible ingestion events.
ircf
Hailstones are shot into engine inlets from air cannons
where V re j = physical velocity of air wrt the airfoil that can simulate aircraft flight speeds up to about 950 ft/
(ft/sec), C = Chord (inches), and f = natural frequency sec (650 MPH). Flying in icing conditions is tested by
of the mode of interest (Hz). spraying water/air mixtures into engines during freezing
temperatures. Ice shedding from nacelle inlets are simu-
Ingestion Specific ingestion requirements vary from en- lated by throwing slabs of ice and ice spears into en-
gine to engine based on engine size, type and contractual gines.
requirements but the general considerations are the
same. Unprepared runways and runways in poorly con- Birds are shot from air cannons to simulate various in-
trolled areas of the world present the danger of rock, gestion scenarios. Multiple small birds (2-4 oz) simulat-
sand and other debris. This trash can cause foreign ob- ing a flying flock are ingested at takeoff speeds with
ject damage (FOD) to airfoil leading edges. In the case minimal engine power loss requirements. Multiple me-
of a rock or other "hard body", a notch or tear can be dium birds (1-2 lbs.) are also ingested at takeoff speeds
produced in the leading edge which will be a stress riser to simulate startled nesting birds with 75% of takeoff en-
and fatigue crack initiation site. In the case of sand, ero- gine power typically required to be maintained to assure
sion of the airfoil leading edge reduces engine perform- adequate aircraft climb. Large birds (4+ lbs.) are
/
OPERATING
- LINE
CD)
LINES OF CONSTANT
CORRECTED SPEED. N/Te
CHOKED FLOW
REGION
CORRECTED FLOW.W/e
5
Figure 3.47 Typical Fan and Compressor Map with Instability Regimes
ingested singly at cruise flight speeds with safe engine AIRFOIL TRADEOFFS AND
shutdown requirements similar to containment tests. An IMPLICATIONS FOR DESIGN
interesting fact found by the British CAA in a study of
aircraft bird strikes is that 80% of bird strikes involve As discussed above, airfoil design requires trade-off be-
birds weighing less than 4 lbs. and half of all bird strikes tween aerodynamic, aeromechanic, and mechanical de-
involve sea gulls. sign considerations. Trade-off studies for each of th:
four basic design parameters i.e., number of stages, aj
Analytical models of bird and ice ingestion events treat pect ratio, inlet radius ratio, and tip speed, are required
them as "water balloons" impinging on the blade row. to assure a well-balanced design.
Indeed component tests using gelatin filled plastic bags
have correlated very well with ingestion tests using real Increasingly stringent maintainability and reliability rt
birds. The damage to the airfoil is characterized as quirements, higher stage pressure ratios, increased tip
"softbody" and produces bulges of the leading edge. speeds and mach numbers and defect/ingestion toleranc
The damage occurs very rapidly and analysis correla- has resulted in a trend toward lower aspect ratic
tions of the material behavior draw on explosively ruggedized airfoils and fewer stages.
formed metal manufacturing metfiods data. An analyti-
cal blade model showing a typical bulge analysis is
shown in Figure 3.48. Detailed analyses taking into ac-
count the relative velocities of blade and bird to define ROTOR PHYSICAL AND FUNCTIONAL
incidence angle and the portion of the bird that is actu- DESCRIPTION
ally trapped between airfoils at the time of impact, show
that the maximum impact damage generally occurs on The prime functions of the rotor structure are airfoil n
the outer one-third of the blade at an aircraft (bird) ve- tention, torque transmission, and provision of the innt,
locity of 200 - 300 feet per second. Damage to static flowpath surface. The rotor structure must be capable o
parts is maximized at max aircraft velocity, as one would withstanding the centrifugal forces produced by the de;
expect. weight of the airfoils as well as the body forces resultii
Distorted Geometry
400/is After 1-Pound
Bird Impact at 70%
Span
Bird
from the rotor structure's own inertia rotating at high (outside diameter, blade retention area), bore (inside di-
speeds. Rotors either drive or are driven by other rotors ameter area), and web which connects the bore and rim
which transmit horsepower as torque through connecting of the disk. The function of the material in the bore of
rotor shafts. Besides the mechanical functions described the disks provides a restraining force and allows rotors
above, the rotor outside diameter must satisfy aerome- with higher blade tip speeds to be operated while main-
chanical design requirements as well. In fact, the flow- taining sufficient blade/case clearance control and over-
path profile is fixed very early in the design; the speed margin.
mechanical designer is then left to design "from the
outside-in" and design a structure to withstand the load- Rotors are supported from the static frames by bearings
ing required to achieve the specified operational require- and shafts. Long rotor spools must be supported at both
ments. Geometrically, rotor structures are axisymmetric ends due to system dynamics and flight maneuver loads.
structures consisting of a combination of disks, shafts, Rotors such as the CF6-80C2 HPT rotor are cantilevered
spacers and rotating seals. A cross-section of the design with bearings at only one end of the rotor.
CFM56 high and low pressure rotor systems can be seen
in Figure 3.49. Rotating seals separate two different areas of the engine
which are at different pressures such as low/high pres-
In most rotor structures, the performance requirements sure air cavities or air/oil interfaces in sump regions.
dictate the number of airfoil stages needed which in turn The rotating high pressure compressor discharge seal in
dictate a corresponding number of disks. In general, the CF6-80C2 is shown in Figure 3.51.
there are two types of disks; ring disks and disks which
have a much larger radial length. The CF6-80C2 3-9 Since typical rotor structure has been described as a
spool in the high pressure compressor rotor has exam- combination of disks, shafts, and seals, one must con-
ples of both of these type disks (see Figure 3.50). Stages sider the method of assembling these components. These
3-5 are ring disks while stages 6-9 are contoured disks components are usually bolted together but by differing
with much smaller inside diameters. The three major methods. Three different methods of construction are:
sections of the contoured disk are referred to as the rim rabbet, dowelled, and curvic coupling construction.
HIGH PRESSURE
COMPRESSOR
INLET
GEARBOX
ACCESSORY
DRIVE
CDP SEAL
STAGE 1
STAGE 10
^~7
\a\t Dl».t«r .7HI t .0001
Halt D U i K i c , 7 J 4 « t .00041
MAX. C20)
CLIMB
HAX. (25.91)
(.253
CRUISE
CO. 8)
C. 16)
C3.00)
APPR./
45X TO
FLIGHT
IDLE
C.203 cm
C.09) ru
DESCENT^ P55
GROUND 20
IDLE C8. 5) (7.67)
CO.53)
START-UP CI. 32)
C0ASTD0UN
O
?o -60,
on 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500
120
r^
80
KS BORE
40 /"
0,
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500
TEMP ; RIM
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500
TEMP BORE
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500
RPM SPEED
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 ^500
TIME CSEC.)
Figure 3.54 CF6-80C2 HPCR Mission Data Standard Day
mission, the thermal and mechanical stresses are of The total stress range, alternating stress, mean stress,
equal magnitude and the total stress is near zero. The and the associated temperature history, coupled with the
throttle back to descent power at the end of cruise intrinsic material capability, determine the number of cy-
produces another transient response which is opposite to cles which can be withstood before part cracking/failure
that seen in the throttle burst at take-off. The total stress can be expected.
is reduced by the lower rotor speed but the temperature
gradient is reversed rim to bore; that is, the bore cools The complement to LCF analysis and one receiving an
much slower than the rim resulting in the maximum ten- increasing amount of attention, particularly in military
sile, tangential stress point in the mission. The high con- applications, is residual life analysts, or crack propaga-
vective heat transfer coefficients in the rim coupled with tion analysis as it is sometimes called. This analysis con-
lower thermal mass in the rim versus the disk bore siders the life aspects of cracks propagating from surface
makes these rim to bore temperature gradients unavoid- and subsurface flaws in engine parts.
able in rotor design. Complicating the design process,
the rotor temperatures and thermal gradients are the least Rotor crack propagation life is predicted for two rea-
accurately known influence in rotor design, particularly sons: first, to determine the remaining part life after ini-
in the early phase of the design when performance cycle tiation of a crack in low cycle fatigue to allow the life
variations, mission definition, and rotor cooling systems management of field parts; secondly, to determine the
effectiveness are not fully evaluated. Since the tempera- functional life of parts made from materials whose
ture influence can be significant, it is necessary to use processing and structure result in inherent defects from
conservative assumptions during the initial design and which fatigue cracks can develop. The results of the
pursue an aggressive program to refine the thermal load- crack propagation analysis is used to set inspection inter-
ing assessment through instrumented engine testing. vals for the engines in the fleet.
while die mean stress is defined as: Techniques have been developed for calculating disk
burst due to excessive hoop stress. These techniques uti-
a
= y <°MAX + oMM) (3-15) lize the maximum stress and temperature of the disk as
Casing walls are also expected to prevent the loss of Buckling There are two types of instability against
failed rotor blades and the resulting secondary debris. which the casing must be designed, general instability
Such fragments have a great deal of kinetic energy and if in which the entire shell structure collapses, and panel
released they could (and have) penetrate the aircraft instability in which the local sections of shell skin
0. 5 —
STEEL K- .00059
m
lit
n p
T
( 1
Z
z 0. 1
in t- K rr
m
nt
z .05
u
V
partitioned off by the stiffening rings and/or emboss- finite element analysis of the casing and the Campbell di-
v
ments buckle. The buckling of short cylindrical shells agram approach. * """""
was extensively investigated by NACA (ref NACA TN
3786) in the late 1940s. Empirically derived buckling re- Other Failures The ability of the casing to withstand
lationships were developed from which most shells can overpressures without rupture and to operate without
be correctly sized to provide the desired margins over leakage under normal pressures requires that substantial
engine loads. Interaction relationships between the over- attention be paid to the sizing of bolted joints. In addition
turning moments and torsional moments were also de- to leakage, rotor failure also is a major joint design fac-
veloped and are as follows (see Figure 3.58): tor, for while the casing is not expected to contain major
rotor structural failures, it is expected that flange joints
M / T V will remain intact during such events.
(3-20)
Mn * \ Tn /
The development of safe and effective rotor shroud ma-
terials is also an important issue in casing design. Mate-
where MQ and TQ are the values of these loadings that rials must be sufficiently soft that they do not cause
would individually cause general instability. excessive heating or fracture of the blade tips and suffi-
ciently hard that they do not rut or tear under blade rub-
Vibration Casing walls located adjacent to the rotor bing. In the late 1970s, it was discovered that some tip
blade tips are subjected to internal pressure pulses trav- coatings would explode if a sufficient quantity of coating
eling with the rotor blades. In addition, low integral or- dust was exposed to high temperature and pressure. This
der rotor per rev and bearing passing frequency is precisely what can happen during a blade out failure
excitations are transmitted to the casing through its joints during which the shroud coatings are severely rubbed
with the frames. Both the overall vibratory response of out by the remainder of the rotor blades which are opera-
the casing and the response of local sections of the cas- ting under high unbalance conditions. Since that time,
ing must be studied to insure that no interaction will exist combustion testing has been a key ingredient of all new
with potential sources. This is generally done through coating development work.
CASINGS TRADEOFFS AND of the engine control into mechanical rotation of stator
IMPLICATIONS FOR DESIGN vanes. As shown in Figures 3.59 and 3.60, the compo-
nents of the system consist of an actuator, a drive or bell-
The need for accurate mounting of vanes and accessories crank mechanism, a unison ring for each variable stage,
and a high degree of concentricity between the outer and a lever arm for each variable vane. In order to take
flowpath surface and the rotor bearing, and the minimi- up misalignments resulting from motion of the system
zation of weight results in considerable emphasis on and manufacturing tolerance, ball bearing joints are used
manufacturing process development and control. The in some places. Elsewhere, lined journal bearings are
development of low density, very stiff structures is nec- used.
essary to achieve these goals, and considerable effort has
been expended in this direction. As previously men- By allowing the vanes to rotate, the operating efficiency
tioned, composite outer rings are beginning to be used to of the compression components can be optimized at sev-
satisfy containment requirements, thus allowing a lighter eral points of the cycle instead of just at the cruise condi-
weight design for the basic casing shell. Non- tion. This allows the aero-designer considerable
conventional manufacturing processes such as chemical freedom in his work. Typically, a test is conducted in the
milling and creep forming/diffusion bonding are also be- early stages of engine use in which the stator positions
ing used or tested. For the longer term, all composite are modified systematically and both stall margin and
casings are being considered, though issues of cost and performance are measured. From this test a "stator
dimensional control remain to be resolved. schedule" is established which optimizes performance
while maintaining acceptable stall margins. This sched-
ule is imbedded in the control logic, as a relationship be-
FAN AND COMPRESSOR VARIABLE tween rotor corrected speed and actuator position. The
VANE ACTUATION SYSTEMS function of the actuation system is to translate the motion
of the actuator into the correct repositioning of the
Actuation systems are multi-component mechanisms vanes.
which translate the electrical or hydromechanica! output
UNISON
RING
ACTUATOR
CFMS6 (NON-LINEAR)
BELLCRANK
BELLCRANK MECHANISM
MECHANISM
SYSTEM SCHEMATIC
LEVER ARM
UNISON RING
ENGAGEMENT PIN
WASHER
It FEEDBACK
P O/IN)
F HOOP F HOOP
Figure 3.61 Radial Pull on a Ring
2 F H00P = PrD j sine d6 = Pr 0 [-cos9 J = 2 Pr0 Where TBULK ' S t n e volumetric average temperature in
the ring, E is Young's Modulus and a is the coefficient of
(3-22) thermal expansion.
-'• PHOOP - Pf„ Hoop stress in a ring can also be obtained from the me-
chanical load radial growth (actually circumferential
strain) as shown below.
—
Pr„
°HOOP °6 =
ALE 2T (r + b) - 2T r
(3-25)
For a rotating ring the formula for hoop stress can be 2xr
found in most handbooks as
p w 2 rCG3
o» = (3-23)
This result can also be derived from the load case by Please note that, when working with total radial
substituting p A u^rcc for P and TCG for r 0 in the above growths, the thermal component of growth is removed
integral. first. This is because uniform thermal growth does not
create stresses. Thermal gradients produce stresses!
The thermal hoop stress in an axisymmetric ring at any
radius is given by Numerical Example for Rotor Disk Stresses Consider
a fan rotor stage whose blade tip diameter is 45 in with a
"THERMAL r
—
E a {T BlJLK if) (3-24) blade tip speed of 1400 feet per second. The blade root is
TEMP
180°F
180°F
A = 6.094 IN
RCG - 7.233"R
120°F
12D°F
11 OOF
Ok, now we can use our earlier equations and find the a& = E a
r D ,, ^TBULK -
TR1M)
average hoop stress by superposing the equations for RIM
hoop stress due to rim load and hoop stress due to rota-
tion. = 16.5 x [06 PSI ( 4 6
' y 0
" 6
) (150°F - 180°F)
(3-34)
21,380 Ibf • 9 in
CT —
9AVC The rim radial stress is simply a load per area calculation
6.094 in^
and can be quickly found by dividing P by the rim width.
Using equation 3-25, we see that the bore and rim me- The stage weight is just the sum of the weights of all of
chanical hoop stress can be obtained by radius ratioing if the individual pans, and all are known with the excep-
we ignore any differences in radial growth from the bore tion of the live disk weight which is
to the rim. Thus, we have
(3-31) And thus, the stage weight is 68.4 + 44.6 = 113.0 lbs.
0
B A VG 43.7 KSI 45.0 KSI
°©BORE 79.0 69.8
°eRiM 35.1 32.9
0
©T BORE 3.0 4.1
ff
©T RIM -2.3 -2.4
°TtlM 7.8 7.8
Table 3.6
,25
25 3
4 5 . 0 IN DIA
This number is more than the minimum casing thickness Low Cycle Fatigue Life Analysis Here we will consider
of. 125 in. However, this would ignore the beneficial ef- a simplified mission, as shown in Figure 3.64, of a typi-
fect of the ribs. Designers use an equivalent thickness in cal commercial flight. The top chart shown gives the ba-
which ribs, that increase the hoop load carrying ability sics of the flight and plots the engine power level. This
of the casing and are spaced so that the blade fragment chart could just as easily show thrust or engine rpm. The
cannot pass through them, are included. Quite simply, bottom chart gives the stress at the limiting location of
the total cross-sectional area is divided by the axial the component in relation to the mission profile. The ro-
length to obtain an equivalent thickness. In our example tor is a single fan stage made of a new alloy called "unat-
this results in an equivalent thickness of tainium" and the peak temperature excursion throughout
the flight profile is limited to 150°F degrees. Calculate
the LCF life from available material data given in Fig-
A 6.25(1.25) - 4(1.25 • 1.125) ft„. ure 3.6S, and see if it meets the contract guaranteed life
»EQ
tn = T 533 = 0.35 in of 23,000 flight cycles. Bear in mind that FAA regula-
(3-40) tions require that the calculated life be divided by 3 to
obtain the actual FAA approved life.
Therefore a thinner casing is warranted and by succes-
sive iterations (commonly known as trial and error) the As shown in Figure 3.66 we have reduced the previous
minimum thickness of .065 in is found. This yields a stress chart of the flight profile to three stress cycles that
weight savings of represent the cyclic content of the fan rotor. Also given
in this chart are definitions and calculations for the alter-
AWT = PAATD nating stress, mean stress, and A-ratio of the various
stress cycles. Using the Goodman diagram of Figure
AWT = .161 -~ - 4 • 1.25 (.125 - .065) T 45 in 3.65, a broad range of life values can be found. The fig-
ure shows that for an A-ratio = 1.0 and alternating stress
AWT = 6.8 lb (3-41) of 50 KSI that the cycles to failure (NO is 100,000. For
LOITER
%
SHUT-DOWN
START
0
1.5 HRS TIME
00 KS
80 KSI
60
PART
STRESS
10
0 -s*
TIME
Figure 3.64 Simplified Commercial Mission
NF = CYCLES TO FAILURE
0 10 20 30 40 50 60 70 80 30 100
MEAN STRESS - KSI
Figure 3.65 Goodman Diagram for Unattainium at 150 Degrees F
80 KSI 80 KS
100 KS
60 KSf
A = . 14
ALT= 10 KSI
MFAN* 70 KS
A = .78
ALT= 35 KS
MFAN= 45 KS
ARATIO = ALT
0 KSI MEAN
ALT . HAXg- MIN
A = 1.0
ALT= 50 KSI = HAXTg+ HIN
MEAN
MFAN= 50 KSI
Average flow velocities in typical combustors range Temperature Rise The combustion system temperature
from 60 to 100 ft/sec, but turbulent flame speeds are rise requirement is determined by the engine cycle de-
considerably less. For flame stability, a sheltered region sign and turbine design groups. The value, AT, is the
must be used that provides space for the recirculation of difference between the combustion chamber exit temper-
hot combustion products and turbulent diffusion of these ature, T 4 , and the compressor exit temperature, T3. If
products into regions of unburned fuel-air mixtures, the required AT is greater than about 2600 °F, combus-
thereby providing continuous re-ignition and smooth tion efficiency may become less than the chemical effi-
burning. Many different techniques have been used to ciency due to die adverse effect of the exit temperature
achieve a stable reverse flow pattern in the primary com- profile.
L
• D1FF •»
L
CT
^ ^ c^-.
tiU OBJECT 1VE \ \
PROFILE
X
eo
/ / MAXIMUM
UJ / U- PROFILE
X
/ / EXCURSION
UJ 40 / /
z / /
< / /
>
5* f /
20 /
/
AVG AVG T3
35.000
30.000
UJ
Ul 25.000
a
20.000
cr
to 15.000
UJ
a
10.000
5.000
.3 .4 .5 .6 .7 .8 .9 1.0
Emission Requirements Requirements for the maxi- Space Rate and Aerodynamic Loading Parameters
mum emissions of undesirable atmospheric pollutants The combustion system space heat release rate is a mea-
from jet engines are established by government agen- sure of the concentration of the energy released inside of
cies. The U.S. Environmental Protection Agency estab- the combustor. Space rate is calculated as follows:
lishes emission limits for commercial engines and
military agencies establish limits for military engines. 3600(FueI Heating Value) *<Fuel/Air)*W3
Emission limits are established for smoke, the oxides of SR =
nitrogen (which usually reach maximum values at take- Py/14.7 *VoIc
off conditions), carbon monoxide, and unburned hydro-
carbons (which are usually predominant at ground idle
conditions). Since some of the basic combustion system where Volc is the interior volume of the combustion liner
design parameters have a strong effect on emission lev- in cubic feet. In general, combustors for large engines
els, the emission requirements must be considered dur- should have relatively low space rates and combustors
ing the preliminary design phase of the combustion for small engines can have relatively high space rates.
system. Space rate is inversely related to residence time, and di-
rectly related to temperature rise, AT, as follows:
performance, such as the aerodynamic residence time bustor dome flow, immediately downstream of the
parameter: dome, between the inner and outer combustor liners. In
general combustion flame stability is reduced as dome
P3(vo'c) [ 1 /, *c \1 velocity is increased, which affects altitude relight capa-
bility, combustion efficiency (especially at high values of
AT), and pattern factor.
which is inversely related to space rate but does not de- Combustor Length to Dome Height Ratio All combus-
pend on AT, where W^ — combustor airflow and W D = tors must have sufficient volume and length to accom-
dome airflow. modate a low velocity flame stabilization region and a
higher velocity mixing region where the hot combustion
Reference Velocity Combustion system reference veloc- products are mixed with the excess dilution air. The total
ity is a measure of an "average" velocity through the en- volume necessary to do this job depends on space rate,
tire cross-sectional area between the inner and outer residence time, and other loading parameters, but the
casing walls of the combustion chamber. This velocity overall flow patterns required are well established. The
affects the residence time of fuel-air mixtures in the desired flow patterns, which consist of a recirculating
burner and the basic flame stability of the system. Al- pattern in the primary zone and an air jet penetration pat-
though the reference velocity does not describe a physi- tern in the mixing region, determine, to a large extent,
cal velocity at any particular place in the system, this the overall shape of the combustor as defined by the
parameter is easily defined and provides a convenient combustor length to dome height ratio. LC/HQ ratio will
method of comparing different designs. be nearly constant for all of the different combustor
flowpath concepts, and since these basic flow patterns
Combustor Dome Height The physical dome height, can be scaled to larger and smaller size's, the L^/Hp r a t ' °
HQ, of the combustor is an important parameter because is essentially independent of engine size. For values of
the value of this parameter has a significant effect on die L C /HD greater than 3.0, the liner cooling flow increases
altitude relight capability of the combustion system. A and begins to cause a serious increase in pattern factor.
correlation of maximum relight altitude with combustor Values below 2.5 but not less than 2.0 may be used if the
dome height is presented in Figure 4.5. Although many reference velocity is low, the fuel injectors are closely
other design parameters have an effect on altitude relight spaced, or the combustor pressure drop is high. As com-
capability, the dome height must be large enough to per- bustor technology has advanced, smaller, more compact
mit the combustion system to satisfy the altitude relight combustors with reduced L^/HD have evolved as shown
requirements of the engine. in Figure 4.6.
Combustor Dome Velocity The combustor dome veloc- Combustor Passage Velocity Liner passage velocity for
ity is defined as the average velocity for all of the com- a combustion system is the velocity of the flow between
S
\
V
\
\ Y
V
\
3 \ \
\ ANNULAR
^ DESfGN L I Ml I s -
\
2 \
\
V B E F ^ i O O FPS
T 3 « - 2 0 0 °F
k
\
\
t
2 3 + 5 6 7 8 9 10
MINIMUM PRESSURE - PS IA
Q CFB-6/TF39
3.0
CF34/TF34 0 \ ^
'%%%%%%
2.0
.6
.5 /
1/
.3
OyO
1 .2
/o
•3 •* .5 .8 .7 .8 .81.0
WM
. 931/W
PPF=-
'".,-,"G3''VT,fl"-"
Figure 4.7 Pattern Factor Correlation
100
>-
u
z.
UJ
u
li-
lt.
UJ
-z,
o
to
CO
o
u
z
LU
U
DC
UJ
a.
Liner Cooling The liner cooling flow, usually expressed The combustor is an assembly which consists of five in-
as a percent of combustor flow, is the film cooling air re- dividual pieces. The frame for the combustor is the
quired by the inner and outer combustor liners from the dome. The inner and outer cowls and inner and outer lin-
downstream edge of the dome to the turbine inlet plane. ers are bolted to the dome at its inside and outside diame-
ter as shown. The bolts and self locking nuts are tack
welded to prevent them from separating and causing tur-
Hot gas temperatures within the primary zone of a gas
bine foreign object damage.
turbine combustor can reach very high values. Tempera-
ture levels as high as 4000 °F are not unusual. Particulate
matter within the combustor that reach these high tem- The two combustor cowls are sheet metal parts which
perature levels radiates a large amount of heat energy to may be stamped in a die or formed by a spinning
the combustor liner walls. Also, local high velocity re- process. The leading edge of the cowls are reinforced by
gions within the combustor can cause high convective a wire that is rolled in place. This provides vibrational
heat transfer to the liner walls. If the combustor liner damping for the cowl structure.
walls are not properly cooled, distortion and cracking of
the liner material can occur. In extreme cases, the liner The combustor dome consists of a single spectacle plate
material can melt, leaving burned-out regions in the liner which is a die formed sheet metal part (Figure 4.11). In-
walls. For long life, the liner wall temperature should dividual swirl cup packages are brazed into the spectacle
not exceed a value of about 1600°F at any point on the plate. These swirl cup packages include the primary
wall surface and temperature gradients should be swirler with its retainer, the counter rotating secondary
minimized as much as possible. swirler, the venturi, and the splash plate. These as-
semblies are brazed together and the retainer is welded
into position on the front surface of the venturi.
In some cases, convective cooling of the outer surface of
the liner may be sufficient to handle the liner heat load,
but with compressor exit temperatures as high as The two combustor liners are fabricated from individual
1000°F. film cooling of the inner surface is usually re- machined forgings welded together. Cooling air is intro-
quired. With film cooling, the entire inner surface of the duced through holes which are drilled by gang electric
liner is covered with a thin film of air that removes the discharge machining (EDM) or some other high speed
radiation heat toad and protects the liner from high ve- process. Dilution air is introduced through several bands
locity hot gases. of holes in the liners. It serves to mix the reacting gases
to provide the required design profile at the turbine.
DUAL CONE
FUEL NOZZLE
OUTER COWL
SECONDARY SWiRLER
PRIMARY SWIRLER
RETAINER
FUEL NOZZLE
TIP
SPECTACLE PLATE
BOLT JOINT
'INKER COWL
The cooling nugget on the CF6-80C is of the super slot gine is operated through a complete cycle from cold
variety as shown on Figure 4.12. The cooling air supply (ambient) to take off power and back to cold. Partial cy-
is introduced through holes in the downstream face of cles impose less damage. A cycle from idle to takeoff to
the ring. The air impinges on the forward face of the idle will consume approximately 25% of the life con-
cavity where it provides cooling on the support ring and sumption of a complete cycle.
the cooling lip. it then flows around the radius through
the cooling slot and forms a film of air to cool the down- Life consumption is dependent upon the specific thermal
stream panel. cycle imposed on the parts. The severity of the hot
streaks is predicted by the "THTD" heat transfer pro-_
gram. This program models the combustor using experi-
COMBUSTOR ANALYSIS mentally derived cooling effectiveness data and hot
streak conditions that are empirically derived. The anal-
The analytical tool for assessing combustor life is the ysis provides the temperature distribution in the material
"CLASS MASS" program. The combustor structure is shown on Figure 4.14. This temperature data is then
modeled using the finite elements shown on Figure used in the "Class Mass" program to evaluate the basic
4.13. Appropriate boundary conditions are applied at the stress levels. Life consumption is obtained from this in-
downstream mounts. The program calculates steady formation together with the appropriate materials data
state stresses, deflections, and other conditions at all ex- curves.
tremes of the operating envelope. It also analyzes the vi-
bration response characteristics. Normally in the development program for new engines
instrumentation is applied to an early engine to measure
Most of the life consumption in a combustor is asso- temperature and pressure data which may be compared
ciated with low cycle fatigue (LCF) due to the thermal to predictions. If necessary, the predictions are modified
gradients produced by the combustion reaction as the en- and the life assessment is repeated.
^ ^
1500
1400
1300
1200
1 100
1000
AXIAL LOCATION
Combustors are frequently coated on the flame side with stripping process. Cracked areas may be welded. Any
thermal barrier coating which reduces the heat transfer severely cracked or burned areas that are encountered
rate to the liners and dome. This reduces the peak tem- are cut out and a new piece is welded into position. Wear
perature, the thermal gradients, and serves to diminish areas in the dome are renewed as required. The part is
the severity of any hot streaks that may be present. then recoated with the thermal barrier coating and reas-
sembled.
Combustors are subjected to borescope inspection at
regular intervals. The combustor condition is compared
to allowable limits for cracks, bumed areas, etc. Com- FUEL NOZZLE DESIGN
bustors are removed from the engine only after a specific
limit is exceeded. Frequently combustors are "zero
timed" by repair when an engine is disassembled for Fuel is introduced into the CF6-80C combustor through
some reason. 30 dual cone fuel nozzles. Figure 4.16 shows a typical
fuel nozzle. The term dual cone means that the fuel is in-
Combustor life is normally presented as total life with al- troduced through two spray nozzles in the tip. A primary
lowable repair. Combustor crack length versus cycles is nozzle is used for starting and low fuel flows. It is de-
presented in Figure 4.15 and compared to the limiting signed to provide a fine spray during engine starting
length value. when the flows are low. Surrounding the primary nozzle
is the secondary nozzle through which fuel is introduced
Combustors are designed so that they may be repaired as the flow is increased above idle. Both the primary and
several times before they are scrapped. Current com- secondary nozzles include spin chambers which swirl
mercial combustors can operate trouble free more than the fuel and produce fine spray after the flow passes
10,000 hours and may be repaired at least 4 times giving through the final orifice. The flow to the primary nozzle
an effective life greater than 50,000 hours. To repair a is delivered through a passage in the stem. A valve is lo-
combustor the part is disassembled into its component cated in the head of the nozzle assembly. It pressurizes
parts and the thermal barrier coating is removed by a the fuel manifold, preventing flow leakage through the
2.5
CO
UJ
<
u
0.5
LCF (CYCLES)
Figure 4.15 Relationship of Combustor Component Crack Length and Low Cycle Fatigue Cycles
-+-
IGNITION
PLUG
I
® PRIMARY/SECONDARY
O SECONDARY ONLY
SECONDARY FLOW ONLY
(CF6-80A ONLY)
700 CF6-80C
FUEL NOZZLE
FLOW VS.AP
600
DESCENT
500 .
MIN IDLE
x FLIGHT IDLE
a.
3 400
o
W
_i
N
N
O 300
Z
CPILOT NOZZLES) 2 SECONDARY ADDED
TO PRIMARY
28
^ NOZZLES J
200
100
NOZZLE AP PS ID
Figure 4.17 Fuel Nozzle Metering Characteristics
0 0 3 0 3 OGDCICCS^-'
LEAD
IGNITER Sc
CONNECTOR W
IGNITION LEAD
COOLING AIR
IGNITER TIP
COOLING SHROUD
(LEAD COOLING
ALSO COOLS IGNITER) ARC
PLASMA
RELATIVE IGNITER
POSITIONS CALF)
102<
50°
SHAFT
BLADES
Figure 5.1 A Simple Turbine 1} Thermal energy converted to kinetic energy in nozzle. 2) Kinetic energy con-
verted to mechanical energy in bladed rotor.
TURBINES 5-1
Working Nominal Power — Speed Flow
Application Turbine Fluid Dla Length T41 MW HP RPM PPS
Large Turbofan CF6-80C HPT Fuel/Air 35" 9" 2500°F 80,000 10,000 260
Engine
Land Gas MS-7F Fuel/Air 112" 49" 2300°F 135 181,000 3,600 900
Turbine
Power Plant LST-G/Fossil Steam 115" 95' 1000°F 820 1,100,000 3,600 792
Power Plant LST-G/Nuclear Steam 175" 100' 550 °F 1339 1,800,000 1,800 4722
FLOW
STATION
FLOW
0
STATOR /
A
BLADE
>}/////////.22,
^W///////' FLOW
SECTION A-A
Figure 5.2 A Radial Inflow Turbine Stage Figure 5.3 An Axial Flow Turbine Stage
with Airfoil Sections
5-2 TURBINES
This is the function of the turbine aerodynamic design airfoil surfaces providing an insulating film (so-called
process. film cooling). On the order of 20% of compressor inlet
flow may be used to cool state-of-the-art HPT's.
An axial turbine consists of one or more "stages" in se-
ries and connected to a common shaft. Each stage of an The HPT is alternately termed the core turbine or the gas
axial turbine consists of one row of stationary airfoils generator turbine. Typical GE HPT flowpaths are shown
(called nozzle vanes or stalors) followed by one row of in Figure 5.6.
moving airfoils (called rotor blades) which are attached
to a rotating disc. See again Figure 5.3.
While a straight turbojet engine will usually have only
one turbine (an HPT), most engines today are of the tur-
Every aircraft gas turbine engine has a so-called High bofan or turboprop type and require one (and sometimes
Pressure Turbine (HPT) to drive its compressor. The two) additional turbine(s) to drive a fan or a gearbox.
HPT sits just behind the combustor in the engine layout This is called the Low Pressure Turbines (LPT) and im-
and experiences the highest temperature and pressure mediately follows the HPT in the engine layout. Since
levels (nominally 2400°F,and 300 psia respectively) de- substantial temperature and pressure drops occur across
veloped in the engine. The HPT also operates at very the HPT, the LPT operates with a much less energetic
high speeds (10,000 RPM for large turbofans, 50,000 fluid and will usually require several stages (up to six in
RP.M for small helicopter engines). In order to meet life GE AE products) to extract the power.
requirements at these high levels of temperature and
stress. HPT's today are always air-cooled and con-
structed from advanced alloys. Figure 5.4 shows an as- Typical GE LPT flowpaths are shown in Figure 5.7.
sembly of nozzle vanes and a rotor assembly for a LPT hardware is shown in Figure 5.8. Note, that the ro-
typical HPT. Figure 5.5 shows how cooling air, bled tor blades have interlocking tip shrouds to reduce tip
from the compressor exit and transported to the turbine leakage losses and to add stiffness to the longer airfoils.
around the combustor, flows through internal passages These are possible because of the lower temperature and
in the airfoils (cooling by convection) and then onto the speeds in the LPT compared to the HPT.
2 VANE
SEGMENT
NOZZLE
SUPPORT
COMBUSTER
AIR SEAL
TURBINES 5-3
rOHWAUD p \
STAGE 1
NOZZLE
COOLANT
NOSE HOLES
OILL HOLES
BLADE PLATFORM
DOVETAIL
SERRATIONS AIRFOIL AIR INLET HOLES
SECTION A-A
STAGE 1 BLADE
Figure 5.5 An Air-Cooled HPT (Typical CF6/TF39)
FI01/F1I0/CFM56
CF6-80C2
DPF404
UoOQ
T7Q0
BTATOR CASING
TURBINES 5-5
•TO 4 SHROUD -
ITO 3 SHROUD STAOC S SHROUD DISK/BLADES
STC 2 SHROUD
STQ1 SHROUD
FRONT FLANGE
INTERSTAOE SEALS
SHAFT
COOLING MANIFOLD
AIR MANIFOLD
STATOR CASINO
The characteristic annulus flare in multistage LPTs oc- where HP = turbine horsepower, and J = mechanical
curs because, as the pressure drops across each turbine equivalent of heat (778 ft-lbf/BTU).
bladerow, the decrease in fluid density requires more
volume per pound of fluid. Note from equation (5-1) that turbine power is directly
proportional to flow and since turbine flow in Ibm/sec
varies with inlet conditions, it is traditional to express
PRINCIPLES OF OPERATION: Cycle (or power on a specific basis as follows:
Thermodynamic) Point of View
AH 550 HP
Ah = = CpflYi-T^) (5-3)
The cycle treats the turbine as a thermodynamic "black W, W,
box" winch yields power according to the following re-
lation: where Ah = turbine specific power (BTU/lbm).
5-6 TURBINES
where Ahj = ideaJ specific power available from isentro- Equation (5-6) states that if turbine performance (i.e. ef-
pic (i.e. no loss) expansion of turbine flow from P-po to ficiency) is below predicted level for some reason (e.g.
Pj2. TY2j = ideal turbine exit temperature (°R) - lower, excess tip clearance or cooling flows, deteriorated seals,
than T-n and never achieved in a real machine, PTO = poor design execution), then either temperature level or
turbine inlet pressure (Ibf/in2), PT2 = turbine exit pres- pressure ratio must be increased to compensate. Since
sure (Ibf/in2), and = ratio of specific heats. While the turbine pressure ratio is often set by component match-
ratio P-H/PTO iS utilized in the expression for ideal en- ing considerations, it is usually turbine inlet temperature
ergy, the inverse of that ratio, PTO/PT2> ' S usually quoted which must increase to deliver adequate power to the
as the turbine pressure ratio or expansion ratio. compressor (and thus allow the engine to achieve
thrust). This not only increases fuel burn, but also de-
It is left to the turbine aero designer, then, to tell the cy- grades turbine component lives.
cle what fraction of this ideal power will actually be
achieved for the current application. This is basically an Recall that turbine horsepower can also be augmented by
experience factor, termed the "turbine efficiency": increasing the mass flow, Wj in equation (5-1). In the
aircraft gas turbine, this is of little real consequence
since the compressor requires power input proportional
TrjTT — (dimcnsionless) (5-5) to flow. In industrial gas turbine applications, however,
=
mass flow through the power turbine can be augmented
using steam injection (from a boiler fired by turbine ex-
haust for example) resulting in significant increases in
Turbine efficiency is determined by test, by estimating horsepower for the same fuel burned.
losses in each bladerow or by comparison to previous
designs. Before leaving this section, it should be noted that equa-
tion (5-1), while correct for an uncooled turbine, re-
A final expression for turbine power (cycle viewpoint) quires modification when applied to HPTs or cooled
can be obtained by combining equations (5-3, 5-4 and 5- LPTs because, in an air-cooled turbine, not all of the
5) as follows: temperature drop is a result of power production. There
is a "dilution" effect on gas temperature which occurs as
a result of introducing relatively cold compressor dis-
Ah = CP TJTT T T , [ 1 - (•££.) —-] (5-6) charge air into the turbine gaspath. This could be ap-
TO 7 proximated rather simply in equation (5-1) (which is
essentially just a heat balance equation) as follows:
Thus the power per pound available from the turbine can
be increased by (a) increasing turbine inlet temperature
(usually limited by materials capability), (b) increasing AH = W 1 Cp(T TI -T T2 )-W c Cp(TT2-T T c)
turbine pressure ratio, PTO/PT2-(C) increasing turbine ef-
ficiency.and (d) increased C p . dilution term
Option "d" is of academic interest only, since for air- where Wc = cooling flow, Ibm/sec, andT-rc = temper-
craft gas turbines, C p is always within the range of .24 to ature of cooling flow (°R). Note that the dilution effect
.30. In an application which could utilize a fuel such as is an "adder" to the basic power equation and really
liquid hydrogen (C p - 3.5), however, tremendous doesn't affect our prior discussion. Elaboration on the
power per pound is available from a very small package. effects of cooling flow will be provided later.
TURBINES 5-7
PRINCIPLES OF OPERATION: Next, consider the torque (force x distance) transmitted
Turbine Aero Point of View to the shaft by the force, Fu:
w = -£j-U<Vui-V U2 ) (5-1 J)
Fu = — - (Vu, - VU2) (5-7)
5-8 TURBINES
ROTOR BLADES
V B - V 2 OF
PREVIOUS TANGENT f AL
STAGE DIRECTION CU)
AXIAL
DIRECTION CZ)
While Figure 5.9 is a schematic of sorts, it does present from Figure 5.9 that this achieved by a combination of
the velocity vectors VJJ\ and V(j2 in the proper perspec- turning and acceleration (VI > Vo). Secondarily, the sta-
tive relative to one another for a typical stage. That is, tor (especially the First stage stator) serves as a flow con-
Vyj is always in the direction of rotation while Vu2 is trol device which sets the flow capacity of the turbine.
usually opposite rotation, and Vyi is usually much The rotor's function is to "catch" the high momentum
larger in magnitude than Vu2- The fact that V(j2 is usu- flow from the stator, and once again through a process of
ally negative means that the magnitudes of tangential ve- turning and accelerating, to produce the tangential mo-
locities are additive in equation (5-10). mentum change (VU1 - VU2) within stringent swirl lim-
itations.
There is a practical limit, however, on the amount of
V U2 that can be designed into a stage because, as Vu2 in- As will be seen later, the losses in turbine blading gener-
creases, the absolute angle leaving the turbine (called ally increase as turning (c*i - CXQ for the stator and fc -
'swirl') increases. If there is a nozzle or an augmentor /3| for the rotor) or velocity levels (Vj or R2) are in-
downstream of the turbine stage, then swirl is kept in the creased. Because of this, there is a limit to how much Ah
range from 0° to 5°. If there is a frame or another tur- can be extracted from a turbine stage for any given tem-
bine stage downstream, then the swirl can be as high as perature level and wheelspeed because 7/-rr drops faster
30°. In any case, most of the potential for tangential mo- than Vyi--V(j2 increases (equation (5-11)). Thus, if the
mentum exchange in the turbine rotor must come from cycle demands a certain Ah and if temperature levels and
Vyj because of this limitation on V ^ . speeds are already at their maximum, the only alterna-
tive is to add another stage.
With this in mind, we can now describe the real function
of the turbine bladerow types. The stator's prime func- The single most effective "handle" that the turbine de-
tion (at least from an aero viewpoint) is to set up the very signer has on just how much Ah can be efficiently
high level of tangential momentum (i.e. large Vyi) re- achieved in a stage is called stage loading, to be dis-
quired by the rotor to achieve the stage target Ah. Note cussed under Performance Considerations.
TURBINES 5-9
PRINCIPLES OF OPERATION: bine stage shown in Figure 5.10b. Note that Vz is con-
Radial Equilibrium stant for all three sections, but that Vu and U vary with
radius. Figure 5.10c shows blading designed to fit the
The vector diagrams shown in Figure 5.9 occur only at vector diagrams of Figure 5.10b. Note the characteristic
the pitchline. Variations from pitchline vector diagrams twist from hub to tip caused by variations in Vu and U as
at the hub (inner wall) and tip (outer wall) are substantial a function of radius.
and must obviously be considered when designing the
airfoils. One parameter that affects the amount of twist in the
blading is the radius ratio defined as the ratio of hub ra-
The variations in velocity and angles from hub to tip at dius to tip radius. A low radius ratio design will have
any axial station inside the turbine is governed by the ra- more twist because hub and tip are further away from the
dial equilibrium (or momentum) equation which can be pitchline, with more variation in Vu and U. LPT blading
stated (in a very simplified form) as: tends to be must lower in radius ratio, and therefore
more highly twisted, than higher radius ratio HPT blad-
ing.
_*L = _£_ ^L {5.]2a}
dr g r Experience has shown that a free vortex turbine is a very
adequate performer, although recent technology says
that something like a one point improvement in effi-
where •—*— = radial static pressure ciency can be obtained by slight deviations from free
vortex aerodynamics.
gradient (lbf/ft3) and r = density (Ibm/ft3).
In spite of the considerable variation in vector diagrams
The left hand side of equation (5-12a) is the radial static from hub to tip, it is still true that the pitchline vector di-
pressure gradient required to counteract the centrifugal agrams represent a good average for the turbine stage.
force of the flow swirling in the annulus at tangential ve- Consequently, most performance parameters, some of
locity, Vu, at radius, r. While other forces are present, which are discussed in the following section, are quoted
the centrifugal force described by the right hand side of based on pitchline values.
equation {5-12a) predominates in an axial flow turbine
stage. PERFORMANCE CONSIDERATIONS:
Basic Performance Parameters
Figure 5.10a shows the static pressure gradients behind
a typical HPT vane and blade. Note that the gradient for We will now discuss three parameters which, when
the vane is more severe due to the larger magnitude of taken together, completely define the pitchline (mid-
Vu there. span) vector diagrams and set the efficiency potential of
the stage. These are loading, flow coefficient and reac-
With some manipulation the dp/dr term in equation (5- tion.
12a) can be replaced with a thermodynamically equiva-
lent function of enthalpy, entropy and velocity. The Stage Loading Turbine stage loading is the single most
result, for a turbine with Ah constant along the span is effective indicator of efficiency potential. It is defined as
the following ordinary differential equation: the ratio of actual specific power. Ah, to the specific
power of a reference stage operating at the same wheel
speed, U. The reference stage, by definition, has zero
swirl (Vu2 = 0) and zero "reaction" (no static pressure
dr T2 dr drop across the rotor so that Rj = R2)- It can be shown
that, for the reference stage, equation (5-10) reduces to:
A very common approach used in most early gas tur-
bines was to design for constant axial velocity, Vz, along
Ah = 2U:/gJ
the span which tends to make the flow per unit area uni-
form along the annulus height. To satisfy this simplified
form of radial equilibrium for that condition requires so that, by definition, GE's stage loading parameter, \p,
that the product of radius and tangential velocity, rVu, becomes:
also be constant. This is the so-called free vortex ap-
proach to radial equilibrium and it results in the vector
diagrams for hub, pitch and tip sections of a typical tur-
5-10 TURBINES
fW/—66.6*
- • X ^ ^ RADIUS RA
RATIO
45.3'
HUB SECTION
100
££• R B /R T -O.B
TIP SECTION
VANE EXIT
" ^
MEAN SECTION
37.8 HUB SECTION
1&S" H T /R T -I.O
STATIC PRESSURE
TIP SECTION
a) Hub-to-Tip Variation In b) Vector Diagrams For A c) Hub And Tip Airfoil Shapes
Static Pressure For A Turbine Free Vortex Turbine Designed Corresponding To the Vector
Stage Designed For Zero Exit For Zero Exit Swirl Diagrams In 10b
Swirl
A trend of efficiency versus loading is shown schemati- where Ah-roT = t o t a ' Ah required by the cycle, n =
cally in Figure 5.11. Thus loading is a figure of merit, number of turbine stages, and Uj = wheelspeed of the
of sorts, which says that a highly loaded turbine stage, i'h stage.
which must produce high work (via high turning and
high velocity levels) because of lower wheel speed (rate Loading levels for GE HPT stages are in the range from
of doing work), is inherently less efficient than a more 0.6 to 1.0. Loading levels for GE LPT stages vary from
lightly loaded stage. Another interpretation is that air- 0.6 all the way to 1.7, with multi-stage averages in the
foils in a highly loaded turbine stage must produce range of 0.7 to 1.3. Note that turbine loading can be in-
higher lift (i.e. tangential force) and there is a limit be- creased by decreasing stage RPM and/or diameter (both
yond which an airfoil can no longer efficiently produce resulting in lower U) or by increasing extraction, Ah.
that lift.
Stage Flow Coefficient Another parameter which af-
If, as often happens, the total Ah required by the cycle is fects turbine performance potential, almost as signifi-
greater than that which can be produced by a single stage cantly as loading, is the stage flow coefficient, 0,
at wheel speed, U, then one or more stages must be defined as the ratio of axial velocity to wheel speed:
added to achieve the Ah at an acceptable level of overall
loading for the multistage group.
U
(5-16)
Loading for a group of two or more turbine stages is de-
fined as follows:
Figure 5.12 illustrates the effect of flow coefficient on
the shape of the vector diagrams for two examples, both
i, = n (5-15) with the same stage loading.
2l>f
TURBINES 5-11
.94
>-
u
2:
UJ
. 92
u
U_
U_
UJ .90-
UJ
£0
.88 I , , , j , , (
.6 .8 1.0 1.2
PITCHLINE LOADING - Yp
Figure 5.11 A Trend of Efficiency vs. Loading For a Hypothetical Turbine Stage
0,
V,
Y
/ ^ R . •
R\
I VUi
} LOW VELOCITIES. V&R
HIGH TURNING. B & B HIGHER VEOCITIES
GOOD CHANNEL LOW TURNING
CONVERGENCE IN BLADE POORER CHANNEL
. « • .. vz., CONVERGENCE IN BLADE
Figure 5.12 Effect of Stage Flow Coefficient. VZ/U On Vector Diagram Shapes For Constant Stage Loading.
AVU/ZU
5-12 TURBINES
Note that the stage with large axial velocity relative to axial velocity and thus low flow coefficient. Generally,
wheelspeed (a high "through-flow" or high flow coeffi- since a taller annulus results in increased blade root
cient design) has less blade turning (a\ and 0? more ax- stress and (possibly) more rotor weight, the designer
ial) but higher velocity levels than its low through-flow will pick a value to the right of the aerodynamic opti-
counterpart. We will sec in section on turbine maps that mum of Figure 5.13 (the system optimum).
excess turning causes high loss, thus there is a lower
limit on flow coefficient. On the other hand, since fric- Reaction The cycle sets the pressure drop across the tur-
tion losses in turbine blading are generally proportional bine and this, together with the number of stages sets the
to velocity squared, there is also an upper limit. This im- pressure drop across each of the individual stages in the
plies that, for any given level of loading, there is an opti- turbine. It remains to the aero designer to split this stage
mum value for flow coefficient which balances turning pressure drop between the vane and the blade. A param-
losses and friction losses. eter called "reaction" defines the pressure drop across
the blade as a fraction of the pressure drop across the
This is illustrated in Figure 5.13 for a typical turbine stage. In detail, enthalpies are used rather than actual
stage. If we take a vertical slice through the efficiency pressures, since these relate more directly to accelera-
contours on this plot (i.e. at a constant value of <£), then tion across the turbine bladerows.
we get a trend of 17 versus \p which looks like Figure
5.11, Note, however, that if we take a slice at some other By strict definition then, reaction is the ideal static en-
level of flow coefficient that trend will be different. The thalpy drop across the blade divided by ideal total-to-
reason for this basic relationship is once again, the bal- static enthalpy drop across the stage. This can be
ance between turning loss and friction loss. expressed in terms of flowpath pressures as:
R„ -CONSTANT
REAL LOSSES
7} = CONSTANT
STAGE LOADING
, A VU
V- 2U
17 = eta
TURBINES 5-13
Zero reaction stages take all the static pressure drop turbine design because of the poor rotor blade perform-
across the vane and none across the blade. These are also ance that results.
called impulse stages because all the force on the rotor
results from the impulse of the high velocity stator exit Recall from Figure 5.10a the very large gradient in
flow impinging on the rotor and there is no additional re- static pressure, Pi, behind the vane due to radial equilib-
action force due to expansion off the rotor. Most early rium considerations. Note that, since Pj is lowest at the
turbine designs (and some modern steam turbine de- hub, the blade hub section will always have the lowest
signs) are of this type. Advantages are that the axial reaction.
thrust on the bearings of the turbine rotor are less with
an impulse stage. Further, nozzle vanes with very high
Consequently, while loading and flow coefficient are
exit velocities can attain very high levels of performance quoted at the pitchline, GE AE practice is to quote reac-
and, as loading requirements approach 2.0, this is the tion at the hub section. Given the combination of high
most efficient way to get the necessary tangential mo- turning (see Figure 5.10c) and low reaction at the hub,
mentum exchange. Too much reaction at too high a load- the blade hub section is a relatively difficult section to
ing results in excess swirl and increased losses across the design.
tips of unshrouded rotor blades.
At the low to moderate levels of loading encountered in Hub reactions for GE HPT's are in the range from 0.25
aircraft gas turbines, however, some degree of positive to 0.40, with LPT's falling in a slightly lower range.
reaction (say up to about .5) usually results in best effi- Figure 5.14a shows tiie spanwise variation in reaction
ciency because there is a more uniform distribution of for a turbine designed to the vector diagrams of Figure
acceleration between the vanes and the blades. Also, ro- 5.10b.
tor axial thrust tends to be cancelled by the compressor.
Figure 5.14b shows examples of zero, positive and neg-
Negative reaction, where a pressure rise actually occurs ative reaction turbine blades.
across the rotor blade, is usually avoided in modem gas
IMPULSE: RX - 0
R, -R,
100 B, -B 2
i
LU
X
POSITIVE REACTION: RX > 0
t-
z R. < R,
Ul
o 0, < B t
LU
a. Ps >Ps
1 2
Figure 5.14 Typical Spanwise Variation of Stage Reaction and Effect of Reaction
On Blade Channel Designs
5-14 TURBINES
The Turbine Map Figure 5.15 shows a typical turbine Flow function variation is less pronounced for HPT's
map which presents turbine efficiency contours plotted since their vanes tend to operate at or near choke over
on a background of energy function, Ah/T-n, and cor- most of the map.
rected speed, N/VlV Recall from equation (5-6) that
Ah is directly proportional to 7j\ so use of Ah/T-n
makes the map more generally applicable. Further, since PERFORMANCE CONDITIONS:
velocities inside the turbine are proportional to the Turbine Loss Sources
square root of temperature, use of N/VTJ ensures that
the wheeispeed vector U will always be in proportion to There are three classes of losses which occur in the
the velocities (V z , Vu, etc.). Consequently, the turbine process of converting thermal and kinetic energy inside
vector diagrams will retain their similarity at any point the turbine into mechanical energy to the shaft. They are
on the map regardless of temperature level. spanwise aero losses (Class I), endwall aero losses
(Class II), and mechanical and coolant delivery losses
The reader should note some similarity between the tur- (Class III). Spanwise aero losses (i.e. losses which occur
bine map, with its high-efficiency ridge (or backbone), along the entire span of a turbine airfoil) include profile
and Figure 5.13, with its locus of optimum efficiency. loss, shock loss, Reynolds number and roughness loss,
While loading and flow coefficient do affect the shape of angle of attack loss, and airfoil cooling loss. Endwall
the map, there is the additional consideration in Figure aero losses (i.e. losses confined to the hub or tip of the
5.15 of angle of attack (or incidence) loss incurred by airfoil) include secondary flow loss (including wall slope
running a fixed geometry turbine away from its design loss), tip clearance loss, band or shroud cooling losses,
point. Figure 5.16 shows how flow coefficient affects cavity purge and interstage seal losses, and loss due to
angle of attack and, therefore, the fall off of efficiency recirculation in wheelspace cavities. Mechanical and
from the backbone. coolant delivery losses are bearing, disk windage, and
coolant pumping losses. Only Classes I and II will be
Another key parameter required by the cycle from the considered, since Class III losses are generally not di-
turbine map is flow function, WiVT-n/P T0 . Figure rectly controllable in the aero design.
5.16 shows how this varies over the map for an LPT.
PRESSURE RATIO
DES CONTOURS
PO!
SPECIFIC EFF!CIENCY
ENERGY CONTOURS LOW V z /U
EXTRACTION
A H
'Tl
HIGH V LOW V 2
N/yrTI
HIGH V z /U
CORRECTED SPEED
Figure 5.75 Typical Turbine Map Showing Efficiency Variation and Off-Design Angle of Attack Tendencies
TURBINES 5-15
W
V49R * g ^ : FLOW FUNCTION
0. 10
CORRECTIONS FOR ™ * 7 5 . 8o0r , ' 8 4 .88
fl0*
90
Q1*82 EFFICIENCY
REYNOLDS NUMBER .70 -91
n nQ ARE NOT INCLUDED
0-09 IN THIS MAP PLOT
W49R
0.08
X
0.07
OPERATING LINES
SLS/STD.DAY
0.06
3 5 K / 0 . 8 / S T D . DAY
u
3 0.05
\x.
>-
(X 0.04
LU
LU
0.03
CD
0.02
CL
-J 0.01
0.00
10 20 30 40 50 60 70 80 90 - 100
5-16 TURBINES
Turbine blading losses in Classes I and II are expressed jection and the ratio of coolant to mainstream momen-
in terms of efficiency loss where tum. The first stage vane of an HPT may lose 1.5 points
due to this effect.
Profile losses are usually obtained in tests at high Rey- Stator band or blade shroud cooling air contributes a mo-
nolds numbers. If the turbine operates at low Reynolds mentum mixing loss similar to that discussed for Class I
numbers, where the effect of viscosity become more no- cooling loss.
ticeable, then the profile friction loss will increase per
Figure 5.18b. LPT stages operating at altitude or tur- All wheelspace cavities in HPT's and LPT's are purged
bines in very small engines may lose from 0.5 to 3.0 with small amounts of cooling air and these create mix-
points in efficiency due to low Reynolds numbers. ing losses when they finally mix with the mainstream air.
A rougher airfoil will have a higher friction coefficient While all turbine cooling and purge flows do cause some
than a smooth airfoil and, as Figure 5.18 shows, this ef- mixing loss, they also contribute to turbine power since
fect is more pronounced at higher Reynolds number lev- most of them ultimately go Uirough the turbine blading.
els. However, only the HPT stage one nozzle cooling enters
the turbine with full tangential momentum (Vu). This is
Angle of attack losses are incurred as the turbine moves termed "non-chargeable" flow because it is charged to
away from its design point (see Figure 5.15). Figure the turbine and not to the cycle. The remainder of the
5.19 shows how this affects bladerow efficiency. cooling flow is "chargeable" to the cycle to simplify
bookkeeping. The partial availability of the chargeable
Mixing loss caused by injecting relatively low momen- flow is reflected in the turbine efficiency definition as
tum cooling flow through film holes (see Figure 5.5) is a explained in Figure 5.22.
function of the amount of cooling flow, the angle of in-
TURBINES 5-17
A. TOTAL PRESSURE WAKE BEHIND A TURBINE AIRFOIL
\
DUE TO PROFILE PLUS TRAILING EDGE BLOCKAGE LOSSES
\
W
^ \ \<i
\
\
>
B. PROFILE LOSS AS A
FUNCTION OF SOLIDITY
SHOWS AN OPTIMUM
VALUE
GO
o
o
U-
TURNING *
SEPARATION LOSS
.04
TRAILING EDGE BLADE ROW
C. TRAILING EDGE
BLOCKAGE LOSS BLOCKAGE LOSS
8
O .09 TE-TRAILING EDGE DIAMETER
<
UJ .02
.01
5-18 TURBINES
EXP
PRESSURE ^i2i
SURFACE CM<1.C0
SUCTION SURFACE
•' CM>1.CD
\
Figure 5.18a Schematic Showing How Supersonic Flow Adjusts Around the Trailing Edge Region of A
Turbine Airfoil. Loss is Incurred Through Oblique Shocks and Shock/Boundary Layer Interaction.
•z.
UJ
u
IL- SMOOTH
IA.
UJ WALL
O
u
u
EX
U_
REYNOLDS NUMBER
Figure 5.18b The Effect of Reynolds Number and Roughness on Friction (And Therefore Loss)
For A Turbine Blade
TURBINES 5-19
M'
m^
HIGH-REACT1 ON
BLADES
NCIDENCE ANGLE. I
C+3
;^
5-20 TURBINES
«
BLADE PLATFORM
ENDWALL VORTEX
tf.O O.I 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0
F RATIO HC
NORMALIZED HEIGHT ON LOSS°PENETRATI ON
SCHEMATIC OF SECONDARY OR
ENDWALL VORTEX FORMATION
LJ
u
u.
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UJ
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(J
en
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< STATOR KIENET1C ENERGY EFFICIENCY - OUTER
.'• -o r.o I'.I 1.4 r.e r.i *".o *'.t * U »'• «'.8 a'.o
m
ASPECT RATIO H/C" WALL SLOPE AGGRAVATES SECONDARY LOSSES
EFFECT OF ASPECT RATIO ON LOSS LEVEL
PLANE I
loop"'*" T ~rrj; r ~i loo, ,--iq-
M l — --1-< -I 1
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I
£0,
1 I A i OUGHT CLEARANCE
,Q|
1
-. -j 1 - - -_ 1X ™_ _Hi 1i
0
.1 .2 .22 .24 .28
Figure 5.21 Single-stage HPT Exhaust Pressure and Flow Angle Distributions for Two Levels of Tip Clearance
CC DR
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TURBINES 5-23
DESIGN CONSIDERATIONS The level of cooling effectiveness required is calculated
using:
Figure 5.23 is an overview of the turbine aerodynamic TP - Tb
design process. Starting with cycle data and various
geometric or mechanical design constraints from step 1,
the designer proceeds to step 2 where the turbine flow- where 7)c = cooling effectiveness, Tg - gas peak tem-
path and free vortex vector diagrams are optimized. perature for bladerow from step I, Tb = bulk metal tem-
Methods to estimate the Class I and II losses and their ef- perature, and T c - coolant temperature. T b is the
fect on turbine efficiency are included in a free vortex average (bulk) temperature that the airfoil material must
computer program. be cooled to. This is a function of stress level, material
properties and target life over a given mission.
Once the flowpath and vector diagrams have been
roughed out in step 2, a refinement takes place in step 3. A cooling technology curve, like Figure 5.28, is used
This is basically an upgrade of the free-vortex analysis knowing the required cooling effectiveness and the heat
(simplified radial equilibrium per equation (5-12b)) to a load parameter is read.
so-called through-flow analysis (full radial equilibrium 2WccCpc
pc
per Reference 3). HLP= u A
hgAg
Figure 5.24 shows results from a through-flow analysis. where HLP = heat load parameter, W c = coolant flow
This is the information that will be used to design and (Ibm/hr), and Cpc ~ specific heat of coolant. HLP is the
analyze the blading, step 4. result of applying a heat balance between the gas side
and the coolant side of the airfoil. It gives the ratio be-
Figure 5.25 shows the result from a streamline curva- tween the heat the coolant must carry away (BTU/hr/ °R)
ture analysis of a typical HPT blade. This analysis yields to maintain t]c to the heat load, hgAg, from step II. Fi-
Mach number distributions on the airfoil surfaces. In- nally, W c is determined frQm HLP and hgAg. This is a
cluded in the figure are key points which are checked by preliminary number.
the aero designer before the blading is released to me-
chanical and heat transfer design. Detailed heat transfer design entails iterative studies of
both steady state and transient temperature calculations
driven by knowledge of the gas side heat transfer from
COOLING CONSIDERATIONS above and assumed cooling hole and cooling cavity dis-
tributions. Empirical data on film effectiveness, effects
There are several major steps in the preliminary heat of rotation, pressure drops in cooling passages, ways to
transfer design of an air-cooied HPT. The first step is to promote turbulence (for enhanced coolant side heat
determine peak gas temperatures in front of each blade transfer), etc. are used in the course of these studies.
row, including the effect of combustor circumferential Iteration is required to establish the cooling circuitry
and radial hot streaks, possible deterioration in coolant which yields a satisfactory temperature distribution with
delivery system (worn seals), general engine deteriora- no hot spots beyond material capability, no gradients in
tion and hot day operation. Figure 5.26 shows heat metal temperature which violate mechanical limitations
transfer design temperature profiles for a two-stage and which meets the bulk temperature target. The result
HPT. is a final cooling design for the bladerow and a value for
W c which should be pretty close' to W c from step V of
The convective gas side heat transfer coefficient, hg, the preliminary sizing process.
distribution for each exposed surface is determined. For
the airfoils, the aero Mach number distribution (similar In addition to gaspath heat transfer, all structural and ro-
to Figure 5.25) is used to get hg from empirical correla- tating parts such as disks, retainers, shroud and nozzle
tion of Reynolds number and Prandtl number. Figure supports, etc. much undergo transient analysis. Relative
5.27 shows typical hg distribution. This is integrated to the elapsed time required for aerodynamic design exe-
over the airfoil surface length to get a total "heat load", cution, heat transfer design is a longer process because
hgAg (BTU/hr°F) on each airfoil. of the magnitude of work required and because of itera-
tion with mechanical design personnel.
5-24 TURBINES
OVERVIEW
1 INPUT
• 3D Analysis as Appropriate
5 OUTPUT
urn
- III) 111 j I III III11
444+«mi-J-
m 111 111 111
44
M4 U*4*4-
A^ 4= r^. r=*
14.D i 1
•
I
inm
™ iiHUM
"T fi ^ ^
44-MHW4T^= 1
t44 UWllWUL
t--_i 1 J
12.5 j _
t^
gpg^ ^^iiixuaii
• f T' •i-
r- I 1 •-1
i
12.0 i r .1. v
r* r. r~ •~I
n
i
11.5 i
i I" T' "1
i i I
i i.a I. .J. ._L.
10.5
O V) a IO o W o w o to
— a- o a • CM « *
OJ to* n* , ,
i i — — • * • • *
0.73
0.S
0.Z3
0.0
JSL-6 REGION-BLADE t MACH1-0.33*3
-0.M
-0.3 ITERATION E52MX D52HX DVHAX DPTE
-0.73 M 0.003* D.0008 -25.9183 -4.32
-1.0 AT 322 183
-I.M PARAMETERS
-1.3
-1.73 CNVF BETAM2 P52 H2H1 SS0F
-2
n » 2 0.700 -6S.82 9.68 0.96+ T
» d - -' - -' IPS ICHK N0DEN5 NDAHCV
2 3 2 7
O O O O O O Q Q -
X
KEYNAME- ENGINE MODEL COUPON'T DISCIPL. CONFIG. REG 1 ON 10
INPUT- DEMO USAF HPT AERO t BLADE! 13
Figure 5.25 Results From GE Streamline Curvature Analysis For A Typical HPT Blade
5-26 TURBINES
122F DAY M= .3 SEA LEVEL T / 0
T4.i= 2590F
100 HPEXIT STG 2 OUTER BAND STG I OUTER BAND
C2!74°F} C2«4°F)
80
X
13
UJ
X
60
STG 1 VANE
< C31G3°F)
ZZ
O
-J 40
20
STG 1 ,NN
STG 2 PLATFi STG I PLATFORM CSOW^fJ ER BAN
& C2662°F3
C17f3«F)
1600 1800 2000 2200 2400 2600 2800 3000 3200
T TURB,N
CAS" E DESIGN GAS TEMPERATURE
HEAT TRANSFER DESIGN TEMPERATURE PROFILES C°FD
FOR STATE-OF-THE-ART COMMERCIAL TWO STAGE HPT
Figure 5.26 TQAS — Turbine Design Gas Temperature Heat Transfer Design Temperature Profiles (°F)
for State-of-the-Art Commercial Two Stage HPT
2000
400
TURBINES 5-27
(+) CF6-50C2A
y E* CURRENT
Q CF6-6 5.5
<£> CF6-50C2
r -5QC
SMOOTH WALL
CIRCULAR PASSAGE
-50C2A. -65.5. E7 BASE
DOUBLE SERPENTINE. ROUGH WALL
-i 1 1
0 1 2 3
HEAT LOAD PARAMETER /2WCCP\
^ HgAg /
COOLING EFFECTIVENESS VS. HLP FOR HPT
TURBINE TESTING Figure 5.29 is a picture of the Evendale test facility. Fig-
ure 5.30 lists required measurements to get definitive
Because of the elevated temperatures in modern gas tur- performance data. Results from tests in these facilities
bine engines, instrumentation for performance verifica- have allowed GE turbine design engineers to refine de-
tion is limited at best and often nonexisteni. For this tails of turbine construction that impact performance and
reason, reduced temperature turbine component testing to develop design methodology and performance predic-
is often carried out in special facilities in Evendale or tion techniques that would otherwise not have been pos-
Lynn to get detailed measurements not possible in an en- sible.
gine environment. Recall that a turbine can be run at re-
duced temperature as long as Ah/T and N/vT are
consistent with the corresponding engine point.
5-28 TURBINES
FROM BLOG 401
AIR SUPPLY THRU
AIR HEATER
DISCHARGE AIR TO
ATMOSPHERE OR
40t EXHAUSTERS
• Exit
— Total Pressure (Are Rakes and/or Traverse) To Calculate tsentroplc Ah
— Torque To Calculate Actual Ah
— Total Temperature (Arc or Radial Rakes) To Check Torque
• Internal
Flowpath Inter-Stage Static Pressures To Calculate Reaction
Cooled
Temperature, Pressure and Flow For Each Cooling Circuit
Figure 5.30 Measurements Required To Define Aerodynamic Performance of a Turbine Rig in CetlA7
TURBINES 5-29
TURBINE MECHANICAL DESIGN flow, hurts engine efficiency. Not taking enough can ad-
versely impact component life. Leakage control is
achieved by placing limits on seal clearances between
INTRODUCTION the static and rotating structures. Clearances can be con-
trolled either actively or passively.
The high pressure (HP) turbine is usually separated into
two components, one composed of static parts and the There are a variety of auxiliary HP turbine functions
otfier of rotating parts. For purposes of this discussion which dictate its final structural form. First, the combus-
the static component will be referred to as the high pres- tor is nestled within the turbine and so ports must be pro-
sure turbine stator (HPTS) and rotating components as vided for supplying fuel. Ports are also required for
the high pressure rotor (HPTR). customer bleed air, so that passengers on the airframe
can breathe air at pressures conducive to life. Occasion-
Mechanically and aerodynamically those components ally, for maintenance purposes it is useful to be able to
compliment and support each other to extract work from view engine hardware through ports provided for horos-
the flowpadi gas to efficiently provide an energy source cope, a fiber optic device for looking into engine cavi-
for the HP compressor. This discussion will focus on the ties. After satisfying these functional duties, the HP
topics of the HP Turbine function, design considera- turbine must provide for its mechanical structural integ-
tions, typical operating conditions, description of major rity.
component parts and their role, and the mechanical de-
sign process. Towards the end of the chapter the low
pressure turbine will be presented more briefly. DESIGN CONSIDERATIONS AND
GOALS
As you will soon see, the HP Turbine is an energy con-
version machine that operates in a demanding environ-
The history of past experience and the lessons learned
ment which presents many design and manufacturing
has shown that there are five major considerations in
challenges.
successfully designing HP uarbines. These include per-
formance and mechanical integrity, which are dictated
by technical requirements. Performance is related to en-
HIGH PRESSURE TURBINE FUNCTION gine efficiency and is usually thought of as the ratio of
fuel consumed to thrust generated, expressed as specific
A turbine is first and foremost an energy conversion ma- fuel consumption (SFC). The remaining three considera-
chine. Energy stored in the gas flowing through the en- tions are dictated by business need; the need to be com-
gine is converted to mechanical energy (horse power) petitive. These include weight, easy of assembly &
delivered to the HP compressor. Therefore, the HP tur- maintenance, and cost/producibility.
bine structure must define the flowpath for gas to sup-
port this conversion process. Furthermore, the turbine The competitive aspects of turbine design begin with
must support engine loads which include weight, thrust, weight. Obviously, the lighter the better and the ratio of
internal pressure and thermal stresses generated by the thrust to weight is a valuable reference. Today, the
operating environment. CFM56-5 engine delivers 25,000 pounds of thrust at a
design weight under 5000 pounds for a thrust to weight
Turbine operating conditions are very severe, tempera- ratio of around five. An engine that is easy to maintain
tures can become excessive and must be held to limits and manufacture are clear factors in remaining competi-
consistent with available material capabilities. This is tive and profitable in today's aggressive business envi-
achieved by providing secondary air flow to interna! ronmenf. Without these five engine requirements being
cavities. The turbine must be constructed to provide a satisfied, failure follows quickly.
conduit for these cooling secondary flows.
The turbine must also seal the engine internally to pre- Four of these requirements become fairly well under-
vent the reservoir of high pressure compressor discharge stood in a relatively short period of time. After design-
air from dissipating internally. Gas flow must be con- ing, building, and operating a relatively few engines it is
fined to the flowpath for energy conversion purposes. possible to quantify parameters relating to performance,
Unfortunately, this sealing process is never perfect and weight, maintenance, and cost. Given their importance,
so the turbine uses the resulting leakage as the source of ongoing programs refining and improving these compet-
secondary cooling air flow. The turbine structure is re- itive requirement assure a non-eroding competitive posi-
sponsible for managing this leakage. Taking too much tion in the market place.
5-30 TURBINES
The requirement of mechanical integrity has both short and temperature the engine has to offer. This environ-
and long term aspects. Short term factors include being ment can cause turbine components to deform destroy-
able to hold up to limit loads of overspeed, maximum ing performance, and if unchecked can lead to rupture
thrust, overtemperatures, tolerance for foreign object and component/engine disfunction. Repeated engine us-
damage (FOD), and high cycle fatigue life associated age (e.g. each aircraft flight) causes cyclic application of
with known engine unbalances and other excitations. stress and temperature to all engine parts. The HP tur-
Achievement of these requirements is demonstrated dur- bine experiences the greatest range of stress and temper-
ing factory engine development programs. ature of all engine components and can fail from low
cycle fatigue. The bursting of casings and disks involve
Another short term factor is dust tolerance. A jet engine safety issues as well as expense and loss of credibility
can be thought of as a giant vacuum cleaner. Air contains with customers. Such occurrences must be avoided at all
dust, dirt, and other materials held in suspension. These costs.
materials must be purged and not accumulated, since
collecting such stuff generates both mechanical or effi-
ciency related problems. Again, during the factory de- TURBINE OPERATING CONDITIONS
velopment program achievement of this requirement can
be accomplished. The operating conditions for HP turbines are severe.
Since operating conditions vary from engine to engine,
The toughest requirements to satisfy with total confi- the CFM56-5 will be used as a representative illustra-
dence are the longer term issues. Problems that can tion. This HP turbine is a single stage component and is
show up after hundreds, maybe thousands, of engines shown in Figure 5.31. Major flowpath parameters arc
are manufactured, sold, and in operating services. These displayed in Table 5.2. Examples of internal cavity tem-
are a mechanical designers nightmare. One such prob- peratures and pressures used to cool turbine blades, noz-
lem is component fatigue and rupture life. HP turbine zles, rotor structure, and provide control of clearances
components must withstand the highest speed, pressure. are given in Table 5.3.
TURBINES 5-31
PARAMETER VALUE COMMENTS
BLADE COOLING
TEMPERATURE 1000°F
PRESSURE 200°PSI A
BORE COOLING
TEMPERATURE 350°F
PRESSURE 30°PSlA
ROTOR CAVITY PURGE
TEMPERATURE 1350°F
TURBINE CLEARANCE CONTROL
TEMPERATURE 300-900 °F
5-32 TURBINES
HIGH PRESSURE STATOR loads. The casing is also a pressure vessel thai contains
COMPONENT PARTS the pressurized air supplied by the HP compressor (P3).
The HP turbine stator is composed of many parts. How- The casing is surrounded by air at various temperature
ever, it has five major components, including the HP and it supports various engine components, each having
combustor casing, the inner nozzle support and HP indu- their own operating temperature. Therefore it has a ther-
cer, the HP nozzle, the HP turbine shroud, LP nozzle mal distribution which varies in time and produces a sig-
support and HP turbine clearance control, and static nificant portion of the casings stress field. Clearly the
seals for compressor discharge pressure (CDP) and the bulk stress field at location varies with time and is com-
forward outer seal (FOS). Each ofthese parts is an as- posed of mechanical and thermal components. The cas-
sembly of smaller parts, investment casting, weldments, ing is manufactured as a weldment composed of
or a combination of each. investment castings. Due to the need for moving bleed
air and engine fuel through the casing wall, the casing
For purposes of illustration our discussion will focus on has many embossed holes interrupting its load carrying
a single stage HP turbine; An example of such a machine shell. These embossments provide local stiffening for
is found in the CFM56/F101 family of engines and will the shell and reduce concentrated stresses which accu-
mulate around holes.
be used as a basis for our discussions.
HPT Combustor Casing The major load carrying sta- Inner Nozzle Support and Inducer As its name sug-
tor component is the casing (Figure 5.32). It is bolted to gests this component (Figure 5.33) supports the HP noz-
the HP compressor and LP stators, forming a significant zle as well as the inducer, combustor, and two static seals
portion of the engine carcass. As a function of how the which provide pressure balance for the rotor thrust bear-
engine is mounted to the airframe, the carcass will carry ing. It is bolted to the HPT casing, nozzle, and the com-
uniform, bending, and a variety of self-equilibrating bustor.
•COMBUSTEB
CASING
Like the HPT combustor casing, this component experi- aerodynamic design of this component determines the
ences mechanical and thermal loading which varies tran- degree of turbine reaction which has major impact on
siently with engine operation. The inducer is a device turbine performance. The radial relationship between
which supplies HPT blade cooling air to the rotating tur- the nozzle and turbine blade also has major impact on
bine structure, (see Figure 5.37). This component turns performance. If the gas stream sees major steps or cliffs
the axial flow" of blade cooling air in a circumferential which disrupt its smooth flow, the energy conversion
direction, accelerating it to meet the rotating structure. process losses efficiency. The mechanical designer must
This induced circumferential motion reduces the temper- position the cold as-assembled components so that when
ature of the air relative to the rotor and improves its deformations from speed, pressure, and temperature
cooling capacity. move both the rotor and stator they finally end up in the
correct relationship.
HP Nozzle The HP nozzle Figure 5.34) receives the ac-
tive flowpath gas stream at the combustor exit tempera- HP Tbrbine Shroud The HP turbine shroud and the HP
ture of 2750°F and approximately the compressor blade (Figure 5.35) form the portion of the fiowpath
discharge pressure of 400 PSIA. Simply, its function is where gas stream internal energy is converted to horse-
to turn the gas stream accelerating it to meet the spinning power. If shrouding does not fit tightly to the HP blade
rotor. While all this is happening it just sits there and tip, gas can go over the blade tip and escape without
takes the heat. Current materials technology require that sharing its energy with the rotor. This loss of efficiency
the nozzle be a hollow structure to facilitate internal has caused mechanical designers to dream up all kinds of
cooling air. Cooling air is bled from the combustor cav- tricks to minimize this gap.
ity at 1100°F to cool this structure. It has a bulk average
temperature of 1700°F. A major part of this problem arises from transient and
steady state positioning of the HP blade. As a function of
The nozzle is an investment casting made from hi- changing engine speed and temperatures, deformation of
strength and hi temperature nickel based alloys. The the HP disk varies the blades position in the flowpath. To
'5-34 TURBINES
r^cD
• L P NOZZLE
SUPPORT
nnx.
- W TURBINE
SHROUD
^XD
Figure 5.35 HP Turbine Shroud, LP Nozzle Support and Turbine Clearance Control
TURBINES 5-35
match this variation the engine control meters compres- be purged to protect the rotor. Actually, the engine per-
sor bleed air which is piped to the HP shroud, (Figure formance usually tells the designer how to manage this
5.37). Alternate heating and cooling cause the shroud critical leakage/purge problem. The diameter of both
support structure to expand and contract to meet chang- Uiese seals is critical in determining pressure balance and
ing rotor deflections and thereby improve turbine effi- the magnitude of axial thrust load supported by the rotor
ciency. This process is called active turbine clearance thrust bearing.
control (TCC). Typical bleed air temperatures are given
in Table 5.2.
HP ROTOR COMPONENT PARTS
Static Seals Bolted to the inner nozzle support are two
cantilever static structures which provide sealing for in- The HP rotor is composed of seven components which
terna] turbine cavities (Figure 5.36). The forward inner are either disks, shafts, blades and blade retainers shown
seal (CDP seal) keeps the compressor discharge air from in Figure 5.37. They form an integral structure which is
by-passing the combustor flowpath. Seal leakage is then subject to large centrifugal loads and have large thermal
introduced to another larger cavity which is also sealed. gradients. All of this translates into stress fields which
This second seal is called the forward outer seal (FOS) can be the source of low cycle fatigue. Great care is ex-
and its purpose is to hinder the leakage air from finding ercised in designing these component because their fail-
its way back to the flowpath. However, this is not a per- ure can lead to disastrous consequences. Rotor
fect seal, its leakage purges the cavity immediately for- components, excluding the blade, are machined from
ward of the HP blade-disk. Without this purge, flowpath nickel based forging having high tensile and fatigue
gases would be ingested into this rotor cavity. Rotor ma- strength capability. While the HP blade is a casting made
terials are no match for flowpath temperatures and this of high temperature/strength nickel based alloys. Func-
purge is critical to successful operation of the highly tionally, the rotor positions the HP blade in the flowpath
stressed rotor structure. This is an example of competing and transmits torque and axial load to the compressor
requirements. Performance goals demand a stop to all and forward axial thrust bearing.
leakage, mechanical goals demand that flowpath cavities
rr^=>
5-36 TURBINES
HP TURBINE
BLADE
AFT AIR
SEAL
COW-RE SSOR
DISCHARGE PRESSURE
SEAL ECDPJ
Compressor Discharge Seal (CDP) Disk This compo- structure is rabbeted to me HP disk. Rabbeted construc-
nent is sized to provide a seal for compressor discharge tion has three basic purposes. It provides additional ra-
air as discussed earlier. A disk is required to support the dial support as the FOS arm could not withstand bending
rotating seal head and to keep the concentrated stresses stresses associated with centrifugal loads. Secondly, this
in the bolted flange to levels low enough to avoid low cy- construction assures that rotor parts do not shift under
cle fatigue. Another factor in the size and proportion of heavy centrifugal loads. Shining would destroy the im-
this disk is to keep critical rotor vibratory frequencies peccable balancing of these high speed components. Im-
out of the range of operating speeds. balance associated with shifting of rotor parts would
cause heavy one per rev vibratory loads, generate exces-
Forward Shaft The purpose of this shaft is to provide a sive seal leakages, and could generate high cycle fa-
torque and axial load carrying structural member be- tigue. Finally, rabbetted construction provides a seal for
tween the HP disk and HP compressor. Again this com- the blade cooling circuit. Blade cooling air would be
ponent is proportioned to avoid critical rotor vibratory dumped into the FOS cavity without this seal (see Figure
modes and low cycle fatigue. 5.38). Besides being a performance loss, without the
cooling air the HP blade would overheat and rupture.
Forward Outer Seal (FOS) Disk and Retainer The
rotor disk is relatively complex as disks go. As with the The web of the FOS disk has holes placed slightly below
CDP seal disk, it provides support for the second (outer) the inducer center line. These holes permit the inducer to
cavity sealing head, sometimes called the "four tooth pressurize the blade cooling circuit. Remember the indu-
seal". cer accelerates the blade cooling air to meet these rotat-
ing holes and thereby expanding (cooling) the air. Since
Cantilevered off of the seal head is a flexible arm sup- the air is now moving at wheel speed it can get on board
porting the forward blade retainer. This structure pro- the rotor without heat being generated through windage.
vides assurance that the HP blades will not move This is a double benefit: less drag on the rotor (more ef-
forward in the flowpath. The retainer portion of this ficiency) and increased cooing capacity for the
TURBINES 5-37
Figure 5.38 Secondary Air Flow
HP blade. Placing these holes below the center line of hoop stress. This stress is reduced by increasing the bore
the inducer helps keep dust out of the blade cooling cir- width (see Figure 5.37). Disk flange arms facilitate bolt-
cuit. The air can turn the corner and the dust if it is ing other shafts and disks to the HP disk. Again this disk
heavy enough will be centrifuged back to the flowpath. is proportioned to avoid critical vibratory modes in the
engine operating speed range.
Radially, inboard of the inducer holes, is a two tooth seal
which prevents blade cooling air from leaking into the Aft Retainer This component is rabbeted to the HP disk
CDP cavity or hot CDP cavity air from leaking into the and is charged with providing an axial stop for the HP
blade cooling circuit as a function of pressure gradients. blade. It also provides sealing for the HP blade cooling
circuit. When forward and aft retainers seal properly, the
The FOS disk bolts lo the HP disk and forward shaft.
blade cooling circuit is pressurized by the inducer and
The complex shape of the FOS disk can result in unnec-
the hollow HP blade is convectively cooled.
essary thermo-mechanical bending stresses. When these
features are carefully positioned with respect to each
other these stresses can be minimized. This is called Aft Shaft This rotating structural member provides
"stacking the disk". A full understanding of the time support for the HP rotor as its journal houses a radial
varying thermal gradients and mechanical loading is the bearing. The shaft also meters the bore cooling circuit.
key to successfully "stacking the disk". Shaft holes permit bore cooling air to leave the HP rotor
and pass on to the LP rotor, (see Figure 5.38). As with
HP Disk This component supports the blade dead load the CDP and FOS disks, this shaft has seal teeth which
(over 2 million pounds), along with the radial rabbet interact with the static and rotating low pressure (LP)
loads from the forward and aft retainers. The HP blades turbine, thereby sealing HP and LP secondary flows
are held by a two tanged fir tree arrangement shown in from each other. Again, this component is proportion to
Figure 5.39. The large radial blade load and disk me- avoid critical rotor vibratory modes in the operating
chanical and thermal stress result in a very large bore speed range.
5-38 TURBINES
80 DOVETAILS 72 DOVETAILS
CFM56-5 CFM56-3
Figure 5.39 Comparison Between CFM56-3 and CFM56-5 Dovetails
HP Blade The HP turbine has eighty hollow cast tur- The blade, like the turbine disk, must be stacked care-
bine blades. The internal passages have been designed to fully to reduce bending stresses caused by gas path pres-
provide for an efficiently cooled turbine airfoil. These sures and centrifugal loads. The aggressive thermal
circuits are shown in Figure 5.40. Convection is the environment can even cause tough blade alloys to oxi-
prime heat transfer mechanism. After the cooling air dize or corrode away so the blade receives a CODEP
speeds through the blade passages, it is returned to the coating to protect parent blade metal.
flow path gas stream through small holes in the airfoil
and tip cap.
THE MECHANICAL DESIGN PROCESS
Air exiting the airfoil forms a thin film of air around the
blade to minimize disruption to gas streamlines and to The design of HP turbines is a challenging problem, that
shield the external blade surface from hot flowpath has very little margin for error. Complex thermome-
gases. Thin trailing edges and gas path stagnation at chanical stresses generated in engine operation can
blade leading edges cause these locations to be the hot- produce failure in meeting design goals and sometimes
test. Airfoil holes are usually placed in these locations actual engine disfunction. The road to a successful de-
with design intent being to minimize airfoil thermal gra- sign is attention to detail. Over looked items usually lead
dients. to serious problems.
There are three functions for the air exiting the blade tip. While the dream of every turbine designer is a clean
The first function is to cool the tip cap, the second is to sheet of paper, the reality is a nightmare of deciding
purge internal blade circuitry and reduce internal pres- where to start. Then, there are seemingly endless itera-
sure loss, and thirdly it purges the blade of dust. If dust tions of refinement and discovering how to compromise
accumulates in blade cooling passages or blades cooling the conflicting design goals and constraints of weight,
holes the result will be a hot blade and rupture/fatigue. performance, and durability.
TURBINES 5-39
TIPCAP PURGE HOLES
CAVITY I
CROSSOVER HOLES
[IMPINGEMENT
COOLING)
LEAD EDGE
COOLING H X E S
PITCH SECTION
TRAIL EDGE
COOLING HOLES
Cycles and performance A design concept can be refined and verified through re-
Aerodynamics peated modeling and analysis. This is an integral portion
Secondary flow of design verification. Application of design analysis
5^0 TURBINES
methods tempered by lessons learned is also a powerful Preliminary Design The core engine rotor structure is
cost effective method for accumulating and applying ac- usually supported at its extremes by bearings, one of
tual design experience. Final demonstration of all de- which is an axial thrust bearing. (Figure 5.41). For the
signs is achieved through component and engine testing. CFM56/F101 family of engines the forward bearing
The engine always processes a level of wisdom that supporting the HPC rotor, is the axial thrust bearing.
humbles the best thought out designs. This bearing supports the net axial load on the core ro-
tor. The sources of this load are HPC and HPT blade
The Basic Design Systems engineering has prime re- loading and internal pressures acting on the rotor struc-
sponsibility for the total engine system meeting its re- ture. This bearing is also the reference point for axial
quirements. Their relationships with cycles, growth of the rotor, an important factor in establishing
performance, aerodynamics, and mechanical design spe- rotor seal design. With the inputs provided by Systems
cialists gives broad form to the engine and its require- Engineering, the mechanical designer begins discussions
ments. Key items here are: with Systems, Secondary Flow, Heat Transfer, Bearings
Design and Performance specialists to define the second-
Number of turbine stages ary flow aspects of the turbine structure. Fundamental
Flowpath dimensions engine issues are being settled here. Major issues in-
Aerodynamic shapes for the nozzle and blade clude:
Numbers of nozzles and blades
Engine speed and thermodynamic parameters, and How much bleed air will be used to cool and purge
Locations of frames and bearings each rotor-stator cavity and the HP turbine blade?
FWD. SHAFT
COMPRESSOR
THRUST RADIAL
BEARING BEARING
TURBINES 5-41
Given the above, what is the impact on engine per- is generating engineering drawings to support technical
formance? work.
How can engine performance be improved? An early milestone is the material release drawing for
forgings and castings. Lead time for these items can be
What will be the diameter of the compressor dis- from six months for forgings to one year for castings and
charge and the pressure balance (forward outer) must be allowed to achieve the overall engine schedule.
seals? Experience, intuition, and engineering estimates are
used to provide detail component definition for fillets,
Is the resultant axial load within the bounds adequate hole size, and other features which can result in signifi-
for bearing life? cant level of concentrated stress.
Does this secondary flow system present insurmount- After much design work and discussion, involving de-
able mechanical problems? sign and design analysis reviews with the Chief Engi-
neer's office and other experienced mechanical
Resolving these fundamental issues requires creative designers, the final engineering drawings are released
thought, evaluation of many alternative concepts for each component. Again, timing is important due to
through an iterative process, and then arriving at a de- manufacturing lead time. A sufficient period is required
sign based on mutual compromise. for tooling, gaging, and machining. Typical process re-
quirements are from three to six months.
During this process, estimates of internal cavity flows,
pressures and temperature are made by secondary flow Working the Details From the release of engineering
specialists. The heat transfer specialists estimate metal drawings to the first chips made cutting the initial tur-
temperature distributions for generic acceleration from bine components, a time period is provided for detailed
steady state idle to steady state takeoff and a deceleration design analysis of the HP turbine rotor. Early in the en-
back to idle. gine program. Systems Engineering has defined a design
flight cycle or cycles for engine wide application (Fig-
With these estimates and engine speed (a thermodynamic ure 5.42 and Table 5.4). This operating cycle is a ge-
parameter) the mechanical designer begins to size the neric description of revenue service engine usage. It is
various turbine rotor disks. Disks are usually required to used by design and component systems specialists to es-
support rotating seal heads and large dead loads like tablish the transient and steady state turbine operating
those created by the rotating turbine blades. The de- environment. Rotor heat transfer specialists construct a
signer must assure that each disk has adequate overspeed transient heat transfer model of the rotor (Figure 5.43).
margin to its burst speed, and then estimate radial and The resulting transient metal thermal distribution shown
axial deflections for rotating seal heads as well as the HP in Figure 5.44 is for the "end of takeoff mission point.
turbine blade/ These displacements when compared to This model is based on steady state parameters deter-
deflection estimates made by those designers responsible mined by secondary flow specialists for the design flight
for the HP stator provide insight to potential seal clear- cycle (Figure 5.45).
ances. These clearances usually require the secondary
flow analysis to be repeated, and so on until the rotor- Mechanical Design specialists then generate a structural
stator interaction is understood and secondary flow and rotor model (Figure 5.46) composed of shells, rings,
performance constraints are satisfactorily met. This and two dimensional finite element members. Transient
process requires many months of work until the final de- thermal distributions are then input,to the rotor model
sign concept is worked out. for approximately 100 time points of interest. This struc-
tural model provides basic understanding of bulk stress
Engineering Drawings During this early period the behavior of the rotor with time (Figure 5.47).
mechanical designer will work out associated details rel-
ative to sizing shafts and bolting issues. In sizing each To determine levels of concentrated stress around fillets,
HP turbine component the designer must also assure that holes, slot bottoms, and complex non-symmetric rotor
adequate materials are selected for each component, op- features more detailed models are required. Now, two
erating bulk temperature and stress distributions are kept and three dimensional finite element models are gener-
to levels consistent with creep, rupture, and low cycle ated to fully describe component geometries and predict
fatigue life requirements, disk and rotor vibratory modes correct values of concentrated stresses. Shown in Figure
are kept outside the engine operation range, and drafting 5.48 is the bolted joint where the forward shaft and
5-42 TURBINES
]2
J±4 THRUST
REVERSE
CD
CO
(X
UJ
O
Q_
TIME
TURBINES 5^3
iWffiMwi
NODAL. TEMP
o c
lisf 1L,
Llflinmiiii'mJ^
IIIBIEi
Figure 5.44 HPT Rotor Temperature Contour Plot
5^4 TURBINES
3
4f)0 P2 . P 2 5 . P 3 . =>4I . P 4 2 . F 5
350
300
250
<
a.
a 200
150
100
50
n r
1
uU2 3
Ld. lA
4 5
1 rf
6
1A
7
rfIt rr l i r f
8 9 10
wW
1 1 12
.Li krf l
13 14
CYCLE POINTS C5H0UN IN FIGURE 5.42)
Figure 5.45 CFM56-5 Typical Cycle Pressures from Secondary Flow Models
2D FINITE ELEMENTS
SHELLS, RINGS,
AND RIGID CONNECTORS
2D FINITE
ELEMENTS
affirm
TURBINES 5^5
RADIUS CIND
D EFFECTIVE x HOOP 0 RADIAL
Figure 5.48 Finite Element Model of Joint Where Forward Shaft and Forward Outer Seal
Are Bolted to the Forward Flange of the HPT Disk.
5-46 TURBINES
forward outer seal are bolted to the forward flange of the Component and Factory Testing During the entire de-
HPT disk. In Figure 5.49 a model of the shaped bolt sign process the mechanical designer utilizes testing
hole in the forward outer seal is shown. Finally, the com- wherever possible to demonstrate achievement, or pro-
plex geometry of the HP turbine disk rim is analyzed via vide assurance, of design intent being met. Two impor-
a three dimensional finite element model shown in Fig- tant kinds of testing illustrate this point. First,
ure 5.50. photoelastic testing, is used during preliminary and de-
tailed design. It provides a tool for evaluating complex
These are only a handful of analysis models used to con- geometry features such as an HP turbine disk rim shown
firm that design intent has been met. When problems are on Figures 5.51 and 5.52. This is a three dimensional
uncovered, design changes are made prior to hardware photoelastic HP turbine disk with a variety of disk rim
manufacture, so that factory test programs can proceed air slot and slot bottom geometries. This plastic model
based on hardware configurations slated for production. provided information to select the most optimum combi-
nations of geometry and to validate stress analysis tools.
A shortcoming of this kind of testing is that it only evalu-
ates mechanical loading. However, it validates an analy-
sis method, which is then applied to the full thermal and
mechanical conditions.
TURBINES 5-47
HPT BLADE
SHANK/DOVETAIL
AFT
RETAINER
HPT DISK RIM
•* FOS RETAINER/ARM
SPLIT RING *
SPLIT RING
5^8 TURBINES
• FLAT BOTTOM AIRSLOT WITH 0 ROUND BOTTOM AIRSLOT WIIH
ROUND SLOT BOTTOM FLAT SLOT BOTTOM
HPT BISK
I
*• H
• • • WKWtS
/ —moieuo
O PRESSURE GAGES TW WO
/
• METAL T/C TEMPERATURES *00
A AIR T/C TEMPERATURES a*
_
0 I Q Q n o » 0 W O M O ( O O n » « »
TIIC - UCOWS
100
(00
! —
•—"1 1 • •0 s
300
roo
—
o n ti u n i n i n i4o I M itq no
tin . iEton»
Figure 5.53 Heat Transfer Rotor instrumentation and Engine Temperature Measurements vs Prediction
TURBINES 5-49
LOW PRESSURE TURBINE DESIGN Figure 5.54 shows a cross-section of the CF6-80C2
Low Pressure Turbine. Figure 5.55 is an enlarged view
The function of the low pressure turbine is to extract en- of a typical stage (stator & rotor) illustrating several of
ergy from the flowpath gas, providing torque to drive the performance improvement features of the CF6-80C2
the fan and booster. The torque is transmitted through LPT.
the fan midshaft which runs through the center of the en-
gine. At first glance, the mechanical design of low pres- Blades The CF6-80C blades are thin, high aspect ratio,
sure turbine components seems easier than that of high tip shrouded blades. Unlike HPT blades, the LPT blades
pressure turbine components because operating speeds do not require internal cooling air. thus simplifying the
and temperatures are lower. However, since materials mechanical attachment design. Interlocking tip shrouds
and component lives are essentially the same, low pres- are used to provide damping, and to form the outer band
sure turbine components operate at similar stress and of the flowpath. On the outer periphery of the tip shroud
temperature levels as high pressure turbine components. are seal teeth which rub into the open cell honeycomb
shrouds to reduce the amount of flowpath gas leaking
Early in the design phase of the low pressure turbine, the past the airfoils. The blades attach to the disk by use of
flowpath shape, rotational speed, and number of turbine two tanged axial dovetails.
stages are determined. These decisions are based pri-
marily on cost, weight, performance, and fatigue life LPT Disks The primary function of the disks is to sup-
trade studies. port the dead load of the blades. The large radial load
imparted the disk rim by the blades plus the rotational
A high performance LPT is characterized by multiple speed and temperature gradient in the disk determines
stages, high operating temperatures, and low stage load- the overall disk geometry.
ing (high rotational speed and/or large diameter) (see
Table 5.5). Unfortunately, these characteristics are in Current LPT disk web thicknesses are generally no less
conflict with the mechanical designer's constraints of than . 1" thick. The TF39 LPT disks had webs sized at
low weight, low cost, and long life. The technical re- .060" and were subjected to manufacturing induced "oil
quirements assist the designer in achieving the right canning" problems plus operational blade-disk vibratory
compromise for each engine program. The trend at problems.
GEAE in recent years has been towards higher stage
loading with fewer stages. The largest unconcentrated stresses in the disk generally
occur at the bore. The lightest disk design will be one
where the bore diameter is as low as possible. Geometri-
cal, manufacturing, or assembly features generally dic-
ENGINE NO. OF LP TURBINE STAGES
tate the practical limits of disk bore diameter. For
TF39 6 example, the CF6-80C2 stage I disk bore is set at its cur-
CF6-6 5 rent diameter to allow access to the stage 1-2 joint during
CF6-50 4 the rotor balance operation. Figure 5.56 shows the
CF6-80A 4 stress and temperature distribution for a typical LPT
CF6-80C ' 5 disk.
5-50 TURBINES
ACTIVE CLEARANCE BARE RENE '77
CONTROL AT CRUISE
RADIAL
AERODYNAMIC
STRUTS
O 5 t/2 STAGE
O IMPROVED
AERO
O OVERLAPS
IN ID
AND 00
FLOWPATHS
COATED RENE 80
•SINGLE STEPPED
SEAL
CASE COOLING
CRUISE ONLY
STREAMLINED RETAINERS
TURBINES 5-51
13.5 13.5
i 1
i 1
13 13 h tJ 1. ! |
k
i
i f
I2.S 12.5 ^ fr* >a D R MMAL • !
r 1
r O TANGENTIAL
12 A EFFECTIVE
12
11.5 - M.5
DIUS
en
o 11
< < ~1
or a:
10.5 to. 5 A J>
to to
i 1 IX
9.5 9.5
J
9 9
8.5 8.5
600 1000 1200 1400 -20 0 20 40 60 80 100 120 140 160
STRESS KSI
The aft interstage seals are one-tooth, sheet metal seals. Shafting The LPT shaft and fan mid shaft transmit
Because flowpath gas temperatures are reduced in the aft torque from the LPT to drive the fan. On the CF6-80C2
stages, no cooling air is required for the disk slot bot- LPT shaft bolts between the stage 2 and stage 3 disks and
toms. Single tooth sheet metal seals were chosen based is coupled to the fan midshaft via a spline. The aft exten-
on cost and weight benefits over the performance advan- sion on the shaft provides the journal for the No. 6 bear-
tage of having two teeth. ing and supports the associated sump air and oil seals. A
vent seal is attached on the forward side of the cone
Blade Retainers Most of GE's commercial LPT rotor which is required as part of the LPT rotor cooling air
blade retainers have been the bend-up clip design. Blade supply circuit.
retainers are installed in the gap between the blade bot-
tom and the disk slot bottom. One end of the retainer is Earlier GEAE commercial LPT rotor designs (TF39,
pre-bent prior to installation and the other end is bent af- CF6-6, AND CF6-50) consisted of two LPT shafts. The
ter installation. The blade retainers are made from an- CF6-80A engine was the first commercial LPT rotor to
nealed Inco 718, because of the cold working required at use a single shaft design. The elimination of the turbine
assembly. midframe and associated bearings, made this cost and
weight reduction idea feasible.
The CF6-80C only uses these bend up retainers on The fan midshaft mates to the LPT shaft and the fan shaft
stages 1, 4, and 5. As mentioned earlier, the stage 2 and through splines. The fan midshaft is made from Marage
3 blades are retained in the forward direction by the in- 250 steel, because of its high shear strength capability. A
terstage seals. They are retained in the aft direction by a center vent tube is assembled through the middle of the
stop designed into the blade skirt, and disk dovetail post fan midshaft which allows a common forward and aft
which prevents the blade from moving aft. sump vent at the exit of the engine.
5-52 TURBINES
Chapter 6 Qualification for Production Release (PR) generally con-
sists of test requirements for controls and accessories
(C&A) components, engine components, engine tests,
ENGINE QUALIFICATION AND and flight tests. The management flowdown of the tech-
CERTIFICATION nical requirements for component and engine testing is
shown in Figures 6.1 and 6.2 respectively.
Development programs will normally take full advan- Evaluation Engineering, after receiving the Test Plan
tage of knowledge and experience gained from previ- and related test project sheets, is responsible for the
ously successful programs. This allows specific preparation and coordination of Test Requests. These
qualification requirements to be fulfilled by similarity, Test Requests are provided to the Test Facilities group
thereby reducing time and program cost. When qualifi- and define specific requirements for a development en-
cation by similarity is not applicable, an attempt should gine test and reflect the Test Plan and agreed upon
be made to qualify by analysis. If the analytical tools are TPS's. Instrumentation Requests are generated by Eval-
not available, or the analysis is complicated, time con- uation Engineering according to the agreed upon test
suming and expensive, an alternative such as component plan and provided to Instrumentation System Engineer-
testing or engine testing should be considered. ing for implementation.
W/?/////^^^^^
CONTRACT
OSS.01
PROGRAM MASTER
PLAN COMPONENT TESTING
1
• AERO COMPONENT TEST OUTSIDE VENDOR
• COMPONENT TEST
750.49 • ENGINEERING MATERIALS
TECHNICAL AND TEST LAB
REQUIREMENTS
730.tO ENGRG.
MASTER PLAN 048.03 WORK AUTHORIZATION
630.00 COST ESTIMATE REQUEST
PRODUCT
OPERATIONS 082.03 WR S3* 770.11
OSS.09
TEST PROJECT SHEETS
WORK REQUEST
089.40 SW.70 MATERIAL REVIEW BOARD
C/SC3 770.11 OUALIFICATION/PEMONSTRATION TESTS
77e.3e TEST REQUEST CHANCE
77e.S3 DEVELOPMENT PROBLEM REPORT
• L 0 6 BOOKS
FUNCTIONAL PROGRAM
PLANS 730.10
CSHADED AREA} &^////////Aww^^^ 'A
I
CWIKJBATtOH ^
I AUe«LY
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nnCHAIIW
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QUALITY
!
9ATA
•YfTEM
I
"jSgET CYAUUATIM
MINCERIM
IKTOMAL M P S
AHO SATO. ITU
tUPPORT OPCTATIOKI
INS
TURBINES 5-53
NOZZLE SPLINE SEALS
•ENTRAPPED SHROUD
There are many similarities between low pressure tur- low pressure turbine design departs from the design of
bines and high pressure turbines. Because of the differ- high pressure turbines in the several areas described.
ences in temperatures, pressures, and speeds of rotation,
5-54 TURBINES
EL£ « TE1T TEST
SUPPORT EMIW01NB St^*jp" %
. 'JILITIEI
CMIWDtlHB
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PAIR1CATION
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CONTRACT
ENGINE ASSEMBLY. TEST AND INSPECTION PROCESSES
082.01
PROGRAM MASTER
PLAN
750.*5 TECHNICAL REPORTSi
TECHNICAL
REQUIREMENTS ASSEMBLY TEST NSPECTION - • TECHNICAL
MEMORANDA
• TECHNICAL
INFORMATION
TEST P O L I C I E S AND MANUALS • PARTS LIFE
HISTORY
7 9 0 . 1 0 EN6RG. • 8 0 . 0 0 COST ESTIMATES 770.£1 QUALIFICATION AND « DATA BASE
MASTER PLAN 0 M . O 5 WORK REQUEST DEMONSTRATION TESTS • ENGINE
7 7 8 . 3 * DEVELOPMENT TEST PLAHS 5 M . 4 B ENGINE DAMAGE ASSEMBLY
PRODUCT -*- AM) TEST REQUESTS 7 7 * . S 3 DEVELOPMENT PROBLEM AND
OPERATIONS 002.03 WR 770.11 TEST PROJECT SHEETS • REPORTS TEST
085.40 77B.6I PRE-ASSEHBLV AND TEST 630.10 ENGINEERING REPORTS LOGBOOKS
C/SCS REVIEWS 778.33 DEVELOPMENT ENGINE
829.70 MATERIAL REVIEW BOARD ASSEMBLY AND RECORD
REQUIREMENTS
FUNCTIONAL PROGRAM
PLANS 7 3 0 . 1 0
CSHADED AREA]
^/////////;w//////^^
COMF I W U T I J M HAftHAK. KUMLY flUALITV
MiMMOCMT •SMt "tig!®*
"WS" tumor QMANIZATIOH OKJUTlOH
ENGINEERING
SCHEDULES RESPONSIBILITY
INDEX
QUALIFICATION REPORTS DETAIL COMPONENT MAJOR COMPONENTS
COMPONENT TESTS INSTALLATIONS
ENGINE TESTS PERFORMANCE
TEST REPORTS OPERABILITY
HWD DESIGN RM & S
MOCK-UP EVALUATION
FLIGHT TEST
T
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K*HH* ilKblii
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r QKAuei*cacAOL»G i vifu iniKiciaA
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AEROMECHANICAL ENVIRONMENTAL
HUMIDITY
FUNGUS
SAND ft DUST
FIRE
FUEL LOW LUBRICITY
VIBRATION
CORROSION
FATIGUE
FOO
FOREIGN OBJECT INGESTION
AGI \ ENDURANCE
AHHAHET GAS INGESTtON\ CORROSION / jcp
OPERABILITY
RC3
RADAR CROSS SECTION
FLIGHT TEST
SYSTEM VIBRATION
ENVIRONMENTAL
MAINTAINABILITY
INGESTION
WATER
NO'SE EXHAUST EHl'sSlON
._.,_ STARTING/ '?§__
'ClNG ACCELERATION *]™\ ^
ON
Table 6.1 Major Components and Subsystems Requiring Qualification
FLIGHT 1. Load factors and angular
(0 to Max Thrust) velocities and accelerations
should be taken at or about
'&'- ±6RAD/SEC2i the C.C. of the engine.
** = 0 >
2. Side load factors (S.L.)
i =o )
set to either side.
LANDING
(0 to Max Thrust)
AFT« • FORE
S.L. = 2.0
^ =0
8= +14Rad/SEC2
£ = ±6RAD/SEC2
CATAPULT UP
(Max Thrust)
1.2
--1
AFT-<i I I I I I I I I ••FORE
9 8 7 6 5 4 3 2 1 -f-1
2
+3
•4
-I-5
5.5
DOWN
ur PITCH
HOHENT &
AXIAL LOAD
TEST FACILITY
YAW MOMENT
A AXIAL LO
PITCH MOMENT «
AXIAL LOAD
PLANE OF AFT
SUPPORT -.
E.3. 203.00 Q STATION NO
ALF
D POINT NO
3 ^ / \ P O I N T NOS. (TYPICAL?
Figure 6.12 In-plane Applied Loading Assembly at Stations Two and Three
Attitude Qualification This qualification is to demon- There are many ways of converting from a mission cy-
strate steady-state performance, altitude starting and cle to an accelerated cycle depending on the objectives.
transients, inlet compatibility and windmilling charac- For example, if the objective is to demonstrate rotor
teristics throughout the flight envelope. See Figure durability you would want to keep all idle to intermedi-
6.14 for typical flight envelope. The altitude test con- ate excursions and minimize max A/B excursions while
sists of operation and air starting checks at several con- if the durability of the exhaust nozzle were to be de-
ditions including effects of power extraction, inlet monstrated, you would include all max A/B excursions
recovery, bleed air extraction, inlet distortion and while minimizing idle to intermediate transients.
windmilling on engine performance and stability. The
operating envelope of the engine is verified by testing The endurance test may be conducted at various inlet
at the extremities of the flight map. Engine steady-state pressures and temperatures, horsepower extraction and
and transient characteristics are determined at each test fuel temperatures for selected number of cycles. Cus-
point over a range of power settings with and without tomer bleed and the de-icing system may be required
customer bleed and power extraction. for a selected number of cycles.
Endurance Testing Here the engine is subjected to an As part of the qualification endurance test, a high cycle
Accelerated Simulated Mission Endurance Test (AS- fatigue (HCF) test is usually included to assure that the
MET) or an Accelerated Mission Test (AMT) to evalu- tubes and pipes don't have detrimental resonances in
ate the engine durability, reliability and maintainability the engine operating range. The HCF, known as the
requirements. These endurance cycles are based on the stair-step bodie, is typically run in two parts, the up-leg
aircraft mission mix and includes simulation of flight and the down-leg. The up-leg is normally done at the
missions and ground cycles. The objective is to accu- onset of the endurance test and the down-leg at the end.
mulate the established Total Accumulated Cycles An example of an HCF cycle is shown in Figures 6.17
(TAC) specified in the requirements. TAC's are a mea- and 6.18 for the up-leg and down-leg respectively. The
sure of accumulated damage done to the engine and are HCF cycles consist of a sequence of rotational speeds
defined in terms of low cycle fatigue cycles (LCF), full of one hour duration ranging from idle to maximum
thermal cycles (FTC) and cruise to intermediate cycles speed in increments of 200 rpm. The down-leg is offset
(CIC). LCF is defined as startup to intermediate power by 100 rpm from the up-leg so as to cover every 100
jryjihnvp qntj sMbJown, An r11C is defined as idle tc> rpm from idle to the maximum operating speed. This
intermediate power or above, and back to idle. A CIC sequence will provide adequate data to evaluate the
is defined as cruise power setting to intermediate tube and piping characteristics and identify potential
power or above, and back to cruise power setting. For problems.
engine life requirements,
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REFERENCES
+ FTC 4
MINUTES
- 8 MINT
ID
10.77
10.77
4- .27 s
rs -
D:
D:
UJ B a ul B
O U . Q n x
z> tx. u . n a ec
_J X O ^ _l X — DQC3
a \ _J + o \
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— _z o
y~ 1 < _ l
a.xm
Ul U
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a.
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m CD
» o m <o —x<
t<
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o . 1- O •
i- r- _J _J *" 7
O B <
H
H O O H
a. t- K Q.
o
UJ
DQ _l
S.
X
8
i -
< < •9J
X u
CO CO
< UJ UJ o
1- c
z> J-
CO
z 3 w
1- X
UJ
8 X5 5
UJ
•I
rr
to X CO
H-
INE TEST
I £
Cl
40
fit
IX -J ,o>
u.
t- •zi
-<
< O
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V
< UJ (3
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CD
CO
o
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CO
N
< 0. UJ
X _J
<
X
8 2 g S 8 O
3 8 a o 2 o
S33a93a-313NV 13A31 fcGttOd
1
u.
0 0 0 0 0 0 0 0 a 0 0 0
OJ — 0 a> GO 1- CO 10 ^ fO cu r- o
S33H33a - V l d
lr
n
RPM X 10
A
J-
r-
_r
4
^_
a
UJ
UJ _r
in
Ji
o
CJ ,-T 1
_r
_j
r*
,J"
_r
0 2 4 6 S 10 12 14 1* t8 20 22 24 28
TIME. HOURS
15
O
h
—"t
O
Ld
UJ
CL
_V
tn
CK
o
CJ
12
1_
i - ^
S
1_
ID
0 2 4 6 10 12 14 '* 1« 20 22 24 26
TIME. HOURS
SEAL STATORS
•ROTOR CARBON
CARRIER
SECONDARY SEAL
OUTER RACE
CAGE
Figure 7.5 Duplex Ball Bearing Supporting Figure 7.6 Typical High Speed Radial
Horizontal Bevel Gear On CF6-6 Roller Bearing Design - CF6-80C2 No. 4R.
t
GROUND IDLE GROUND IDLE
FLIGHT DURATION
SUPERSONIC
TAKE-OFF FLIGHT DASH
1 CLIMB
1 CRUISE REFUEL
NG
t—
LU
CO
DESCENT 1 GROUND IDLE
ce /GROUND IDLE 1
POWE
FLIGHT DURATION
CRUISE
GROUND IDLE
FLIGHT DURATION
The above equation applies for inner or outer race rota- diameter, roller length and number of rollers. These pa-
tion. The applied load (FR) is modified as follows: rameters are also limited by other high speed considera-
tions which can only be effectively addressed by
P = VF R computer analysis and will be discussed later.
where V = 1.0 for inner ring rotation relative to the ap- Finally it should be noted that the previously described
plied load and V = 1.2 for inner ring stationary in rela- calculation techniques were originally formulated many
tion to the load. years ago. Since that time, bearing materials have vastly
improved and also the influence of elastohydrodynamic
The basic capacity for cylindrical roller bearing is given film thickness (discussed later) on fatigue life has be-
by: come more clearly understood.
Ball Dynamic Analysis If the outer ring is stationary Even though the cage generally rotates at less than half
the speed of the shaft (for a stationary outer ring), at high
and the inner ring rotates it must first be appreciated that
speeds in excess of one million DN, the cage speed is
the balls and cage will rotate about the shaft centerline at
high enough to impose significant centrifugal loads on
a speed different from that of the inner ring. This speed
the balls. Figure 7.11 illustrates the results of this effect.
can be estimated by hand calculation reasonably accu-
rately using the following equation:
The low speed bearing on the left has very little centrifu-
gal load on the balls and the operating contact angles on
Ni (I - Dcosg)
Nc = inner and outer raceways are nearly equal. The actual
2 dm ball loads on inner and outer raceways would also be
nearly equal and given by:
where Nc - cage speed in rpm, Ni = inner ring speed in
rpm, D = ball diameter, dm = pitch diameter, and § =
contact angle in degrees. For a typical thrust bearing
these values may be: dm = 10.0, D - 1.25,0 = 30°, so Pi = Po =
Zsin0
that Nc = 0.45 x Ni.
If both inner and outer races rotate (at Ni and No rpm) where Pi and Po are the inner and outer raceway contact
the equation becomes loads, F = the net thrust load on the bearing, Z = num-
ber of balls, and 0 ~ operating contact angles (inner and
(1 - D cos0) + No (1 + D cos/3) ] outer).
No-i-P"
dm dm
HIGH SPEED
| C.'F. CLARGE3
AXIS
N^-jAXIS To
/Si = 0 0 0\ > > 0o
"TSd FA
BALL 180° FROM RADIAL LOAD
SPEEDS UP BECAUSE OF HIGH
CONTACT ANGLE
RADIAL LOAD
DISTRIBUTION
ON BEARING
Figure 7.12 Ball Bearing With Combined Radial & Thrust Loads
OIL HOLES
AND SLOTS
OIL JET
Figure 7.14 Under-Race Oil Cooling Scheme For A High Speed Roller Bearing
and fast rules for which type of bearing will work best in
any application and the designer should be guided by
successful applications in other G.E. engines. There are
also other designs, though less common where the roller
guide flanges are on the outer ring and the cage is inner- FLAT
"LENGTH"
ring guided and vice versa. GAGE
POINT
WITH
PRELOAD
WITH0UT
PRELOAD
SURFACE & SUBSURFACE ^
FATIGUE FAILURES — Xa
The trilobe is less commonly used, being found in pro- In general the designer must rely on experience and good
duction only on the T700 and CF6-80A/C2 engines. It is design practices to avoid skewing wear problems. Al-
similar in concept to the bilobed design except that there though computer codes exist to predict roller skewing
are three equally spaced lobes or load zones instead of moments, they do so usually by a static force balance
two. These are always manufactured by cam grinding routine which will predict trends but not accurate abso-
rather than the deflection method. Trilobes are used lute values. For a true estimate of the forces involved a
when high preload values are needed because the bear- full dynamic analysis is required, and while they do ex-
ing rings have five times the bending stiffness in three ist, they try the capacities of even the more powerful
point versus two point bending. Therefore for a specific computers and are therefore not useful as design tools.
UNLOADED
LOADED
HERTZ I AN
EXIT
NLET
Figure 7.19 Contact Shape and Pressure Distributions - Hertzian and EHD
. 28
FILM THICKNESS
COMPOSITE SURFACE
ROUGHNESS
.. 4-
0 1
h 2
Figure 7.20 Lamba vs. Life Factor For Ball and Roller Bearings
'WIRE' STEPPED
DAMPER SEAL
DAMPER
'SLEEVE*
DAMPERS
Materials used in labyrintii seals vary depending on the Circumferential Seals Figure 7.23 shows a cross sec-
temperature environment. In the cold locations ahead of tion of a circumferential seal which may be utilized in
the H.P. compressors, seal rotors arc often titanium but tandem as shown or singly depending on the application.
as temperatures rise the designers must resort to higher It consists of a number of accurately machined carbon
temperature steels such as 17-4 Ph, A286, Inconel 718 segments which are held radially inwards by a circum-
or Rene 41. Stators vary similarly from high tempera- ferential spring and by the pressure of the air being
ture filled expoxy moldings in cooler locations to In- sealed so as to become loaded on to the race and form a
conel 718 and Rene 41 in hot locations. Hastelloy X is sealing surface against the IDs of the carbons. In tandem
probably the most common honeycomb material in hot applications, axial compression springs load the carbon
locations. Plain oil seal rub strips are often micro- segments apart axially to keep them seated against die
balloon filled expoxy or teflon at low temperatures and housing and in single applications a,wave spring is often
sprayed Nickel-Graphite or Metco 601 in high tempera- used between the carbons and one end of the housing for
ture locations. Good thermal matching between rotor this purpose. Carbons always are anti-rotated to the
and stator should always be the designer's prime objec- housing, often with simple straight pins. The windback
tive in the choice of the best materials for the seal struc- is a device consisting of coarse internal thread in close
ture. Adequate rub compatability is the objective in the proximity to the shaft on the oil side of the innermost
choice of rub strip. carbon seal. It is capable of driving oil back into the
sump at low speeds and seal APs, should the seal become
flooded.
CARBON SEAL DESIGN
Various methods of overlapping the ends of die carbon
There have been many different carbon seal designs in segments are used with the aim being to keep end gap air
use and under consideration over the years and to de- leakage as low as possible. The rather complex looking
CIRCUMFERENTIAL
SPRINGS
AMBIENT SIDE
CLOW PRESSURE)
OIL SIDE
CLOW PRESSURE)
COMPRESSION
SPRING
WINDBACK
SEAL CARBON
RINGS
TONGUE
FACE SEALI
DAM
LOCK PIN
SLOT RE RELIEF.
BORE SEALING
OAM
SPRING PLATE
LIP GROOVE
EXTENSIO
GROOVE
FORWARD WAVE
NATURAL FREQUENCY
BACKWARD WAVE
CRITICAL SPEED
METHOD 2
N MAX
SHADED REGION SHOULD BE
TO THE RIGHT OF N MAX
METHOD 3 WITH 15% MARGIN
>
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C _J
u <
a a
u. o
z •-N MAX CRPS3
t a
z z
NO. OF NODAL DIA. - N > 1.15 N MAX
HEAT SHIELD
HYDRODYNAMIC
BEARING
WAVE SPRING
(Pj) C UPSTREAM)
AIR BEARING
PI
,P2 .PI
SEAL DAM
£
PH = BEARING PRESSURE
F1 + F2 = F3 (@ EQUILIBRIUM)
CARBON FLANGE
SEAL RING
OIL DRAINS
CHIGH PRESSURE
SIDE)
Fl + F2 « F3 + F4 + F5. WHEN HI = H2
FC - F6 + F7 =AFR
FC « CENTRIFUGAL FORCE
Figure 7.25 Force Balanced Split Ring Intershaft Seal and Force Balance Diagram
SUMP DESIGN long term build up of varnish and coke. Coke is a black
hard deposit which is formed when engine oil is exposed
Overall sump design requires some discussion because to high temperatures. It is undesirable because it can
these considerations often influence the design of bear- block oil lines, scavenge ports and filters resulting in
ings, seals and housings. For a complete description of complete bearing failures.
these criteria reference should be made to materials on
sump design in DPI422. Interference Fitting of Bearing Rings Bearing rings
are always installed with an interference fit on shafts and
Oil Scavenging The placement of the oil scavenge port in housings to prevent spinning and fretting. Sufficient
in a sump should have a relationship to the oil seals so fit must be used to offset the reducing effects of tempera-
that it is always covered with an oil puddle before the oti ture and rotation. Fretting is a form of abrasive wear that
can get deep enough to flood the oil seals. This must be occurs due to microscopic movement between surfaces
true at all possible operating attitudes of pitch and roll, and can affect bearing bores and ODs if residual fit pres-
otherwise oil leakage may occur. sures on the mounting surfaces are too low. Computer
analyses are available to determine the amount of fit re-
Fire Safety Sumps in hot areas of the engine must have quired. The interference fits cause small changes in the
provision to get any sump leakage oil overboard and it diameter of the bearing rings themselves and this must
must never be allowed to become trapped in areas hot be accounted for in the clearance analysis of the bear-
enough to result in auto-ignition. This usually requires ings. In addition there may be an influence on the bear-
additional seals and overboard drains from a cavity sur- ing clearance due to mechanical and thermal effects on
rounding the sump. In any case a fire safety analysis structures remote from the bearing itself. These "remote
must always be conducted. effects" must also be accounted for in the bearing clear-
ance analysis.
Coking Steady state and transient sump wall tempera-
tures must be kept below 400 °F in order to avoid the
SECONDARY SYSTEMS A secondary air cooling system is one which uses air-
flow to remove heat buildup to prevent or limit hardware
life damage. This type of system differs from a purge
system which uses an air source to "pressurize" a cavity
to prevent hot flowpath air from entering that cavity. The
by Martin R. Brown HPT system that will be described is an example of a
cooling circuit. A purge system will also be described.
Early in the development of an engine the air model data Secondary Systems responsibilities in the design of this
is published in the form of an issued prim so other de- cooling circuit would be to communicate with other in-
signers will be aware (he system details. A similar print volved designers, define and direct component testing,
is issued for the oil system. define the inducer characteristics, estimate all design
b
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SECONDARY SYSTEMS
8-3
INLET TO HPT
COOLING CIRCUIT
HPT
BLADE
SHANK
FLOW
1NCONEL 718
OISKS AFT SHAFT
11
X 10
< HPT/LPT ^
INTERSTAGE SEAL 'C'/
A D
0.84 Q. 86 0.88 0.90 0.92 0.94 0.96 0.98 '.0
Ps CAVITY/P £ 49
HPRC
7TH STAGE
~lJ
TMF OUTER
CASE
LPT STAGE I
INTERSTAGE
SEAL
LINER
SEAL
PRESSURE
BALANCE
SEAL
AIR COOLING
AND VENT
SEAL
SECONDARY SYSTEMS
Heating Systems A heating system is one which extracts tems responsibility in this design is to size the circuitry
heat from one part of the cycle and pipes it to a cooler, for the configuration chosen to ensure the required flow
low pressure section of the engine. Examples include is delivered. The steady state and transient heat transfer
anti-icing or de-icing, compressor bore heating (see responses of the system are the responsibility of the heat
clearance control), CDP seal bore heating, and TRF hub transfer engineer. This data is forwarded to the mechani-
heating. cal design engineer who performs the stress and life cal-
culations.
Anti-Icing/De-Icing Anti-icing systems prevent ice
buildup and require more heating air (and engine SFC) TRF Hub Heating A system similar to the CDP heating
than de-icing systems which allow cyclical ice buildup is also used on the CF6-S0C2 turbine rear frame. This
and shedding. Choice of systems is determined mostly circuit is shown in Figure 8.8. Scoops in the side of the
by the type of mission required and the particular engine turbine frame struts feed hot cycle air radially inward to
configuration. Engines with hardware that is sensitive to the frame hub for improved hub response. Hardware life
ice impact require anti-icing systems. Each of these sys- can be increased appreciably by use of these relatively
tems require a significant level of engine testing to verify simple systems.
ice formation characteristics and system operability.
Clearance Control Systems In clearance control sys-
CDP Seal Bore Heating Figure 8.7 is a cross section of tems, air at different temperature than normal is used to
the CF6-80C2 forward compressor discharge seal show- cool or heat hardware to control radial growths impact-
ing the flow direction of the CDP bore heating air. The ing rotor clearances. Either cooling or heating systems
purpose of this air is to increase the heat transfer into the have been designed for high pressure turbines and com-
rotating seal disk so its transient response is more closely pressor bore cavities of various engines as described be-
matched to the response of the seal rim. Secondary Sys- low.
CF6-80C2
Figure 8.8 Turbine Rear Frame Hub Heating The CFM56-5 engine has a much more effective bore
cooling circuit. Figure 8.10 shows a cross section of the
Rotor Active Clearance Control (RACC) This system
HPT Flange Cooling The CF6-80C2 engine uses fan uses 5th stage air to heat up the hardware shown on the
discharge air to cool the flanges above both stages of the figure. As shown, the compressor, CDP seal and turbine
HPT. This cooling system shown for the left side on Fig- clearances are all affected so much larger performance
ure 8.9 controls turbine blade tip operating clearances benefits are realized.
for improved engine performance. A similar piping cir-
cuit supplies the right hand side. The clearance control Seal Pressurization Seal pressurization circuits serve
piping is in parallel with the core compartment cooling two functions. The primary purpose is to keep the lubri-
system which cools various components inside the cowl. cation oil in the sumps at all attitudes and altitudes ex-
The secondary system engineer models the complete cir- pected during the typical mission. The CF6-80A attitude
cuit to determine pressure losses so that components will envelope, which is typical of most commercial engines,
receive required flow levels and clearance control mani- is shown on Figure 8.11. Second, the circuit insulates
folds will receive flow at proper pressures needed for the hot sumps from radiation of combustors and tur-
impingement cooling. The impingement circuits and bines. A schematic depicting sump philosophy is shown
flange responses are the design responsibilities of the on Figure 8.12. A second set of seals is placed around
heat transfer engineer. the sump oil seals and pressurization air from some ap-
propriate source is introduced between the two sets of
The CFM56-5 engine has a somewhat more complicated seals. The figure shows labyrinth seals but either carbon
system in that it uses a combination of 5th and 9th stage or "lab" seals can be made to work well.
5TH STAGE
AND BOOSTER
AIR MIXING
W///M
34K FT. 0 0 . 4 KH>
30 CO.52 RAD)
0 CO.17 RAD)
<.
d
20 CO.35 RAD)
V/
ENGINE NOSE DOWN
30 CO.52 RAD) W'W////M
CO.35 RAD) CO.35 RAD)
30 20 10 0 10 20 30
CO.52 RAD) CO.17 RAD) CO.17 RAD) CO.52 RAD)
ENGINE OPERATION LIHITED
LEFT RIGHT
TO PERIOD OF 30 SECONDS ROLL RELATIVE TO G DEGREES
40
NOTES:
to
N 1. CONTINUOUS OPERATION IN ENCLOSED CLEAR
C0.3B *»> AREA AND 30 SECONDS OPERATION FOR
SHADED AREAS
2. NEGATIVE G IS LIMITED TO 30 SECONDS
0
H 3QC 30K 90K
3 ZERO G IS LIMITED TO ZO SECONDS
(lino (iim (linn e n wo 4. PITCH AND ROLL ARE DEFINED AS THE
ANGLES BETWEEN NORMAL VERTICAL AXIS
n.t«T «.Tinee - rt OF THE ENGINE AND THE RESULTANT WEIGHT
VECTOR OF ANY RETAINED FLUID
Labyrinth Seals One of the drawbacks of labyrinth seals Carbon seals can also be gas or liquid seals. In general,
is that they always require more pressurization air. How- main shaft sump seals are gas seals in that they are re-
ever, once the system is properly designed, the seals are quired to limit the amount of air entering the sump.
extremely trouble free and require very little mainte- Gearbox seals are liquid seals since they limit oil leakage
nance. A functional design using "lab" seals can be seen out of the gearbox.
on Figure 8.5. Some pertinent criteria include pressuri-
zation air temperature of less than 600 °F, the seal cannot Major carbon seal problems are due to assembly damage
be submerged in oil, by current practice four to seven or hangup in service due to oil coking. Particular atten-
teeth are utilized, thermally self-clearing of seals during tion must be taken in the design process to assure proper
rubs (teeth on rotating shaft), no pressure reversal, in- cooling and ease of assembly. Figure 8.13 gives a typi-
herently higher air leakage rates, and low heat genera- cal cross section of each of the two types of seals. De-
tion. tailed engineering guidelines are available on carbon
seal design.
Once the secondary system designer determines the ba-
sic seal definition such as number of teeth, type of rub Some major points for circumferential seals are pressuri-
material, stepped or straight-through flow, it is up to the zation air temperature less than 850 °F, 80 psid pressure
bearings and seal designer to do the mechanical design. maximum steady state, maximum surface speed of 420
His function as described in that portion of this course is feet per second, non-exuding carbon, and the ability to
to define material, evaluate thermal and vibratory re- be used singularly or in tandem. Face rubbing seals are
sponse, provide weight, cost and a variety of other tasks. designed for use at pressure levels above 80 psid, a pres-
surization pressure limit of 150 psid, and oil must not
Carbon Seals There are two main types of carbon seals: reach load springs unless spring temperatures are less
circumferential (bore rubbing) and face rubbing seals. than oil coking level of 400 °F. An in-depth thermal anal-
Bore rubbing seals are preferred if engine speed, mainte- ysis of rub face is required.
nance requirements, and life requirements can be met.
(Pi) CUPSTREAMD
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.P2 .PI
SEAL DAM
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F/gi/re 8.73 Carbon Seals
5TH STAGE
CHECK VALVE
raH^nc: as :
LEGEND
1 OiSC PUMP CO^HHtCCXJF
LUflE A N D SCAVENGE P U M P
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12 OIL IAMK P R E S S U R I Z I N G
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Lube Tank The functions of the lube tank are to store Lube Pump The lube and scavenge pump elements are
oil, deaerate scavenge oil, accommodate inverted opera- usually housed in the same casting. A typical cross sec-
tion (if required), vent excess air, provide adequate sup- tion is shown in Figure 8.17. Pumping elements can be
ply pump inlet pressure, and provide for oil sampling. vane, gear or gerotor (internal gear) type elements. Each
Lube tank size is determined by estimated engine oil type is shown in Figure 8.18. Once the engine require-
consumption, system gulping (oii quantity in transient ments have been established, the pump specification can
during operation), all attitude reserve, and expansion be issued and the vendor competition and selection com-
space for oil thermal excursions. Oil tank shape is fre- pleted. Then the development testing and engine qualifi-
quently determined by available space, particularly in cation testing follows. The pump body is sometimes
military applications. A good example is the J79 tank used to provide other functions such as chip detector
shown in Figure 8.16. That same figure shows an inter- mounting, inlet screen mounting, cold start bypass relief
nal schematic of the tank giving an indication of the valve, filter mounting, filter bypass'mounting, filter
complexity of tanks for engines requiring inverted flight. service shutoff valves, or core speed sensor drive/
mounting.
All tanks have a tank pressurizing valve which builds up
tank pressure so a positive pressure will always be main- Lube Pipe Lines and Jets Lube supply lines are sized to
tained on the supply pump element to prevent cavitation deliver required oil flowrates to the sumps at a maximum
even at high altitudes. The source for this pressure is air velocity of 10 feet per second. This assures that the ma-
that is returned to the tank with the scavenge oil. The air jority of the system pressure drop will take place at the
is routed through a deaerator inside the tank then vented lube jets. The use of stainless steel tubing is required.
back to the gearbox or overboard through an air/oil sep- Supply lines are routed near the bottom of the engine to
arator. Depending on the application, tanks can have minimize effects of soakback temperature increase after
manual oil level indicators or electrical cockpit indica- shutdown. Lube jet minimum diameter is limited to
tion. All tanks have remote fill/overfill ports for servic- 0.025 inches to minimize jet plugging.
ing with a lube cart.
Scavenge Return
Overfill Port
Tank Vent
Outlet Port(CSD)
© ^ ^
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INLET PRESSURE
T G B SCAVENGE INLET
FILTER MICRON
" B " SUMP SCAVENGE INLET 74
| LUBE FILTER SERVICE
SHUT-OFF LUBE
SCAVENGE VALVE FILTER
INLET SCREEN
(TYPICAL) AFT " C " SUMP DISCHARGE
SUm.Y
\ SUPPLY INLET
SCAVENGE INLETS \ D,SCHARGE
M A G N E T I C CHIP - f l
DETECTOR r«j
(OPTIONAL) * ^ FILTER
BY-PASS
STATIC LEAK
Ctfl-: •$} CHECK VALVE j VALVE
* PSID (40 PSIO)
Lube Scavenge System The oil scavenge system con- fuel. The properly designed cooler thermodynamically
sists of the gravity drain regions in the sumps including responds to changes in heat load (oil flow and tempera-
piping to the pump, scavenge pump, filter, and heat ex- ture) and heat sink (fuel flow and temperature) so as to
changer. The purpose of this system is to prevent oil maintain required engine oil temperatures. Heat transfer
storage in the sumps and transport the sump generated performance requirements for the oil cooler are estab-
heat to an outside cooling source. lished by systems analysis of the engine. Overall consid-
erations of engine weight, available envelope space,
Lube Scavenge Pump Scavenge pump elements can be cost, and reliability are also considered in establishing
of the same types as supply elements but are sized to fuel oil cooler performance requirements.
have three times the capacity of the oil delivered to the
sump being scavenged. This excess capacity assures dry Limits of fuel and oil pressure drop are imposed on the
sump operation so that bearings do not run submerged in cooler as well. Other important considerations are fail-
oil which could cause excess heat generation. This ex- ure effects such as fuel leaking into oil or to external re-
cess capacity is the primary reason a deaerator is re- gions, maintainability (cleanability), and repair.
quired in the lube tank. Scavenge elements should be
primed by gravity. The elements are usually required by Chip Detectors Chip detectors are magnetic devices in-
specification to be self priming to inlet pressures as low stalled in main or individual scavenge lines or in the bot-
as 1.5 psia. The discharge side of the elements must be tom of oil tanks or gearboxes to collect wear particles.
submerged in oil. Scavenge element seizure should These devices all collect particles by means of a magnet
cause failure of the supply pump as well to prevent the and are useful for collecting chips greater than 50 micro-
possibility of sump flooding. meters. Also available are electric chip detectors with
connections for remote (cockpit) indication. Several
Fuel Oil Cooler The oil cooler regulates the temperature varieties of magnetic chip detectors are shown on Figure
of engine oil by transfer of heat from the oil to the engine 8.19.
^7
VANE PUUP
K^f /
(A)
GEAR PUUP
FLOW IN 15 TO 25%
FLOW OUT
(B)
(C)
Figure 8.18- Various Types of Pumping Elements Figure 8.19 Chip Detectors
Air contained in the vent system is supplied by leakage Air-Oil Separators Lack of adequate air-oil separator
across sump oil pressurization seals. If the vent circuit capacity has been the most common cause of high oil
exiting the sump is oversized, the sump pressure will be consumption on jet engines. Static separators usually
low. This causes increased seal flow which in turn in- mounted in lube tanks, have low air capacity, typically
creases oil consumption by carrying more oil particles 30 standard cubic feet per minute (SCFM). Dynamic
overboard. The low sump pressure also is detrimental to separators, usually built into a gearshaft or main rotor
scavenge pump performance. If the vent circuit is too shaft, can have capacities up to 250 SCFM. Dynamic
small, the sump pressure will be too high, forcing the oil separators are used in most recent engines. A schematic
out through the oil seals. The secondary systems de- of a gearbox mounted and intershaft mounted separator
signer must size these vent areas so that proper balance are shown in Figure 8.21. Both are examples of dy-
is maintained during both steady state and transient oper- namic separators.
ation.
AIR/OIL
SEPARATOR
—OVERBOARD
OIL RETURN
AIR/OIL SEPARATOR
OIL OUT
*- AIR OUT
AIR/OIL
IN
6000 RPM
Figure 8.21 Air-Oil Separators
325
D - 130° F FUEL
WN O - 85° F FUEL
u. 300
^ A - 60° F FUEL
+ - 30° F FUEL
o I,
*o- x - 0° F FUEL
275
H
UJ
250 ^ ^ ,r-A
•B1 1
UJ 225 \
=> ^
200 Y~-
<
ce 175
UJ
D_
X 150
UJ
125
60 65 70 75 SO fl5 90 95 100 105 110
375
GROUND
350 RP - 0.0
325 a a
B
130° F FUEL
0 85° F FUEL
at
300 A 60° F FUEL
V
o. + 30° F FUEL
r ^ X a
0° F FUEL
o
275 r^
UJ 250 -*
DC /
> /, ^
<
Q:
225
200 V. t j
s >
UJ
CL , ^^
21 175
UJ
150 /
125
20 30 40 50 60 70 80 90 100 110 120
Figure 8.22 Calculated Lube Scavenge Temperature For Various Fuel Temperatures
>
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-2
-3
o
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-14
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0 8 16 24 32
FAN RPM 1 0 2
MECHANICAL
DESIGN GROUPS
DESIGN
CUSTOMERS ADVICE REV IEWS
6,
COUNSEL
FLIGHT
READINESS
REV 1EWS
ENGINE
VENDORS
km A/0
PUMPS
SECONDARY
SYSTEMS
PARAS I TICS
DETEftlOftATlON PERFORMANCE
& CYCLE
GROUPS
CHANGE PRODUCT
FIELD CONTROL CONTROL PRODUCTION
m
n SUPPORT BOARD BOARD ASSY/TEST
o CCCBD CPCB)
2
on PROJECT/PRODUCTION OPERATIONS
H
tn
Figure 8.26 Secondary Systems Interfaces
The exhaust system in forward-thrust is designed to pro- The outer lip shape must be thick enough to provide for
vide a similar, near ideal flowpath to accelerate the flow cancellation of additive drag (avoidance of spillage) and
from fan exit and turbine exit to ambient conditions. long enough to avoid a drag-rise condition at the cruise
Typical cruise exhaust coefficients are in excess of Mach number. Contained volume requirements may
0.980, where as in the case of the inlet, the losses are dominate as in the case of a fan-mounted gearbox or use
primarily due to skin friction. of Kevlar containment. In these cases the aerodynamic
minimum thickness requirements are exceeded and the
The exhaust system has another function, thrust reversal design has greater drag than necessary. Design values
which is accomplished by turning the fan flow to a for- for aerodynamic considerations are illustrated in Figure
ward direction while leaving the core engine flow undis- 9.2 where length and diameter relationships are mapped
turbed. In reverse mode, the major performance for best spillage and Mach capability.
consideration is maintaining adequate flow area while
turning the fan flow in the forward direction and point- Inlet Performance The major performance parameters
ing the fan flow in the circumferential direction for mini- for cruise conditions are inlet recovery and spillage
mum interference with the airframe. drag. Inlet recovery is defined as the ratio of the average
stagnation pressure at the fan face (recovery condition)
The most important overall issue in me nacelle design is to the free-stream stagnation pressure. The subsonic in-
minimum volume for best weight and drag. Be reminded let is a flowing pitot tube. Recovery losses are confined
that the nacelle contains the engine plus the installation to boundary layer friction as affected by the diffusion
CONTRACTION
MAX
DIAMETER
SECTION
1.0
DIAMETER RATIO
d/D
.85
.2 .4
LENGTH RATIO L/ D
MFR = AO/AH
DIV IDING
STREAML i NE r\
CAPTURE
MASSFLOW
AT AREA = A0
.08
INLET DRAG
COEFFICIENT
.04
,02
.2 4 .6 .6 1.0
MAS5FL0W RATIO
for a given inlet design. Highlight to throat diameter ra- ATH - 37.0 FT 2
tio decreases (thinner lips) will have increasing spillage d/D - 0.82
AH - 0.051 SU
at given massflow ratio and Mach number. Also, varia-
tions in length far from the values noted in Figure 9.2
will result in higher spillage drag than that given.
NET THRUST
40 |
CERTIFICATION ENVELOPE
NLET ANGLE OF ATTACK
30
ALT ITUDE
HIGH GROSS WEIGHT
20
SEA LEVEL
LOW GROSS UT
10
1 .2 .3 .4 .5 .6
AIRPLANE MACH NUMBER
J
INLET ANGLE OF ATTACK
30
20
10
0
.3 .4 .5 .6 .7 .8 .9
THROAT MACH NUMBER
Figure 9.7 Inlet Angle of Attack Capability at Low Speed
IDC = 0 . 10
SO MTH = 0.75
MO = 0.25
40
INLET ANGLE OF ATTACK
30
20
15
1.0 1.1 1.2 , 1.3
CONTRACTION RATIO. AHL/ATH
of the external contour. Because of the forward position flow coefficient witfi pressure ratio. Further tailoring of
of the fan exit, the inner wail of the fan flow path also the flow coefficient is provided by designing convergent
turns inward to form a core cowl of inclination which divergent nozzles where the throat is followed by a small
suits the matching of the core cowl to the core nozzle divergence of 1 to 3 %. In this manner, the fan nozzle
outer wall. Contained volume requirements dictate the area "opens up" at take-off pressure ratios and "closes-
maximum diameter at the fan nozzle throat. The core down" at cruise conditions while the core nozzle is kept
cowl downstream of the fan throat guides the fan flow from feeling the influence of the fan flow.
inward on a conical surface to join the core nozzle outer
wall. The flowpath designs avoid mismatches in flow di- But the fan nozzle is not completely annular. Attachment
rection where the various flows come together. of the engine to the airplane is accomplished through a
pylon, the structure of which mounts the core engine to
Flowpath Design Considerations Considerations of de- the aircraft wing, forming a large upper bifurcation of
sign are directly similar for the core nozzle and fan noz- the annular flow path. A lower bifurcation is also in-
zle. A minor difference is that the center plug of the core volved to allow the fan exhaust to be formed in two D-
nozzle can be steeper for the same aerodynamic effect shaped ducts which are cowl doors hinged at the pylon to
because the annular core exit flow goes round at the end provide access to the core engine for maintenance.
of the plug. Accordingly, the outer streamline can match
the core cowl convergence best when the core plug angle The design process for exhaust systems is iterative in na-
exceeds the core cowl angle by 4 or 5 degrees. ture. From various candidates, the most compact lines
are selected which meet the criteria of external boat tail
In each of the two nozzles, the throat is preceded by and minimum overall duct loss based on conventional
turning from an outward direction to a direction which flow codes and attendant boundary layer solutions. Cur-
matches the downstream surfaces. Some of the turning is vatures are limited to avoid separations on all internal
designed into the throat to provide a desired variation of and external surfaces.
Reversal of the fan stream affects the core nozzle in that NACELLE DESIGN
fan stream influence is removed. The core flow only co-
efficients measured in the exhaust system scale model Elements of the Nacelle The upstream part or front of
tests are used to calculate core nozzle thrust in reverse the nacelle is the inlet outer cowl. The outer lines of the
mode in cycle decks. inlet are ordinarily not round to accommodate accesso-
ries (engine installation items). The downstream part or
Reverser Performance Reverse thrust of the engine back is the outer line of the exhaust system or thrust re-
system alone results from three sources. The unaffected verser. For structure efficiency reasons, the reverser
core engine thrust is more than overcome by the fan flow translating surfaces are kept axisymmetric. The front to
exhausting forward and by the fan and core flow ram back fairing job is made more complicated by inlet
drag. The ram drag is the largest of the forces. However, droop.
operation on the aircraft is not quite that simple.
To improve installed performance under the wing at
Reversers are deployed after aircraft touchdown and are
cruise and provide help for high angle operation at low
used down to speeds just above the speed at which the
speeds, the inlet is ordinarily drooped i.e. the inlet cen-
reverse flow is re-ingested or cross ingested so as to af-
terline is bent downward at a point near the fan face. In-
fect engine operation. The range of speeds may be from
stalled performance at cruise is helped for cases where
120 knots down to 60 knots. In this speed regime, the
the engine gearbox is mounted outboard of the fan case.
aircraft drag is a large retarding force. But the reverse
The drooping of the inlet might be looked at as cam-
flow shrouds a part of the aircraft and changes the air-
bering the nacelle, thereby better suiting the outer lines
craft drag. It seems important to discuss how the total in-
to the bottom gearbox bulge. However, droop angles of
teraction is defined.
3 to 5 degrees are employed to suit the inlet face to the
actual flow direction ahead of the wing at cruise condi-
Aircraft landings are first made without reverser. Air- tions thereby minimizing the nacelle installation drag.
craft velocity and runway distance are the measured pa-
rameters from which retarding force is derived. The
retarding forces are due to brake action forces and air- Nacelle design amounts to providing smooth lines front
craft drag while the idle thrust is the engine contribution. to back (from inlet to reverser) while keeping important
Component brake data and wind tunnel drag data con- contours unaffected. Smoothness is required in the lon-
verted to full scale are redundancy checks on the mea- gitudinal and in the circumferential lines. Conventional
surements. Knowing the two major components, the lofting techniques are employed where equation fits are
reverse thrust is added to the test and analyzed in a par- made region by region to the desired coordinates with
ticular manner. The static reverser thrust of the engine is slope and curvature reconciliations between regions. In
used as known and together with brake forces, a modi- this process, the first 60% of the inlet outer lip is main-
fied aircraft drag is derived. The difference between the tained as originally designed as is the exhaust boattail.
original measurement and that with reverser active is the
reverser interference drag. Reverser interference is a Nacelle Performance The first consideration of nacelle
large fraction of aircraft drag and there is, therefore, performance has to do with nacelle drag in isolation. The
considerable payoff in tailoring circumferential reverse effect of the aircraft environment is the second consider-
flow to minimize the interference. ation.
The simplest installation drag is determined from the dif- Acoustic Considerations The incorporation of acoustic
ference in drag of the half-model tested with and without panels for fan noise suppression into the inlet and ex-
the nacelles installed.The difference value after correc- haust only intrudes on the aero design process in the case
tion for the static thrust of the exhaust is formally called of the inlet. Typical fan exhaust systems have large
the installation drag. More elaborate test programs take amounts of flowpath surface which provide ample op-
the additional step of testing the nacelle/pylon separately portunity for suppression area. But in the inlet an accom-
in a free-stream environment to experimentally assess modation is made and the inlet diffuser length is set by
the "isolated" nacelle drag. When this latter measure- the requirement for noise suppression. Considerations of
ment is subtracted from the installation drag, a residual type and extent of treatment are discussed in a later
drag is produced which is called interference drag. Inter- chapter.
ference drag is the remainder after all the component in-
gredient drags are accounted for in the test series. The performance effect of the treatment is an increase in
wall friction due to the added surface roughness of the
Recent experiences have confined installation and inter- treatment and the "puffing" effect of the suppression
ference drag measurements to flow through models hav- mechanism. Specific application to inlet recovery and
ing a practical degree of exhaust geometry simulation exhaust system loss were denoted in prior sections.
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INNER BARREL
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INLET COWL
FORWARD
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LOWER OUTER
INLET COWL BARREL
LIP
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PRINTED IN USA
Figure 9.11 Inlet Cowl Details
AFT BULKHEAD ACCESS PLATE
ACCESS PANEL TO
ANTI-ICE DUCT ATTACHMENT
ANTI-ICE DUCT
SLIP JOINT
ACCESS PANEL
ACCESS PANEL
BORESCOPE PORT IN
FORWARD BULKHEAD ACCESS PANEL
COVER PLATE
(TYPICAL 3 PLACES) (TYPICAL 3 PLACES)
INSPECTION
ACCESS
INDEX PIN
ANTI-ICE
SPRAY TUBE
MOUNTING BRACKET ASSEMBLY
ANTI-ICE
DISCHARGE
DUCT
ACOUSTIC PANELS
(TYPICAL 3 PLACES)
SPLICE PLATES
(TYPICAL) ,
MOUNTING RING
ATTACH BRACKETS
(TYPICAL 24 PLACES)
CENTERBODY
ZONE 2B
18 IN.
COMMERCIAL HIGH BY-PASS FAN flow fields. These values are determined during tests of
NOZZLE/REVERSER the aircraft/propulsion system. The system is not de-
signed for normal reverse operation in flight. However,
The exhaust/reverser systems consist of three main sub- it is required to be capable of sustaining an inadvertent
systems: The fan nozzle with reverse thrust features in- deployment without separation of components which
corporated, the-control and actuation system, and the could affect safety of flight. Translation of the outer
fixed geometry core exhaust nozzle. The fan nozzle/ cowl is accomplished through an air driven actuation
reverser. which is mounted on the aft flange of the fan aft system comprised of an airmotor and three intercon-
case and hinged to the pylon, forms the fan-stream ex- nected ball screw actuators per half.
haust nozzle when stowed and reverses the direction of
the fan-stream flow when deployed (Figure 9.19). Fan Reverser The fan reverser. like the fan cowl and the
core cowl, is also part of the pylon assembly and is not
The fan nozzle and thrust reverser is composed of a left removed with the engine, while the inlet and the core
and a right hand fan reverser assembly (Figure 9.20). fixed nozzle are removed on engine change. It is con-
Each fan reverser half assembly forms a kidney shaped structed in two halves, hinged to the aircraft pylon at the
flow passage to the nozzle exit plane. The interruption of top, and latched together at the bottom to permit opening
a continuous annulus is necessary to allow aircraft strut the reverser for engine access or removal. Each half-
attachment at the top and engine service line routing at duct forms the inner and outer surfaces that direct the fan
the bottom. air-stream, and contains the blocker doors, cascade sec-
tions, outer and inner cowling, actuators, and necessary
Operation in reverse mode is possible at all forward indi- structural components. During deployment, the translat-
cated ground speeds of the aircraft. However, normal ing cowl is driven aft, rotating the blocker doors into the
operation in reverse mode at ground speeds lower than fan stream and exposing a series of louvered cascades
80 knots without power reduction is dependent on results which turn the blocked air-stream outward and forward
of evaluation of flow patterns created by the interaction (Figure 9.19).
of the fan reverser, core exhaust system, and aircraft
AIR IN
FORWARD THRUST
=80%
FROM THE FAN
*
REVERSE THRUST
POSITION
AIR IN
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CORE COWL
OVERLAP
INTERFACE
FAN FRAME
INTERFACE INTEGRAL SDOF
SOUND TREATMENT
WITH WIRE MESH
LIGHTWEIGHT
FAN COWL
ACTUATION
INTERFACE
SYSTEM
LATCH HOUSING
DEFLECTION
LIMITERS
ACCESS PANEL
g j — LOWER LATCH
TRANSLATING COWL
BLOWOUT DOOR
TEE TRACK GUIDE
ACTUATOR BRACKET
BLOCKER DOOR
/
V WASHERS (2) SLEEVE
NUT
INLET FITTING
WASHER FLANGED DOOR
HYDRAULIC SLEEVE HINGE
ACTUATOR
SLEEVE
BLOCKER DOOR
COWL OPENING
ACTUATOR
BUSHING
NUT
BOLT
WASHER
tor and shutoff valve (PRV) and the directional pilot Deploy Operation To deploy the system, the main throt-
valve and pressure switch (DPV). Cockpit indication of tle must be moved to the idle position which then allows
transcowl position is provided by electrical limit the reverse levers to be moved into the reverse idle posi-
switches which are cam operated by the pneumatic tion. The fan reverser throttle feedback prevents the re-
CDU's. Throttle feedback actuators, part of the CDUs, verse lever from being pulled beyond the idle position.
position the aircraft push-pull cables proportional to the With the lever in the reverse idle position, the deploy
transcowl position. In a normal stow or deploy, the feed- command switch is closed. This energizes the thrust re-
back mechanisms removes a throttle block permitting verser pressure regulator valve solenoid. The pressure
full engine rpm following 82% translation to deploy and regulator opens and permits ECS air to flow to the sys-
92% translation to stow. In the event of inadvertent de- tem (Figure 9.24). When the pilot moves the reverse
ploy, the push-pull cable will override the pilot com- levers to the throttle interlock, the mechanical action
mand and drive the power lever to engine idle speed closes a switch and provides an electrical signal to the di-
position. The recent introduction of the "FADEC" sys- rectional pilot valve solenoid which closes its vent and
tem (Fully Automatic Digital Electronic Control) pro- opens its supply port, Each of the directional control
vides the positioning feedback electronically instead of valve pistons is then pressurized, and each directional
through push-pull cables. control valve rotates to a deploy mode, admitting pres-
sure to the drive motors and releasing the brake on each
drive motor. With the motor pressurized and the brake
Supply Manifold A pneumatic supply manifold supplies released, the drive unit actuators proceed to actuate the
air to the two CDU's. Installed in the duct are a Y-check system to the deploy position.
valve for automatic ground test capability, a pressure
regulator and shutoff valve, a wye to split the supply,
two flexible hoses and a directional pilot valve (DPV) on Stow To stow the system, the pilot returns the throttle
the left hand reverser half. The DPV in turn ports con- handles to the forward thrust position. The Pressure
trol signals to each CDU. Regulator Valve (PRV) solenoids are now energized
through the closed stow switch circuits and the PRV
valve opens and regulates as in the deploy mode.
ORIFICE
PRESSURE
REGULATOR
SHUTOFF
VALVE
COMMERCIAL HIGH BY-PASS PRIMARY system components there are design conditions or re-
EXHAUST SYSTEM DESIGN quirements imposed by regulatory agencies (FAA,
DGAC, etc.), aircraft manufacturers, aircraft users and
The primary nozzle assembly consists of a centerbody operational experience.
and an outer barrel fairing (Figure 9.25). The nozzle di-
rects the primary exhaust gas aft and regulates the gas Since the outer surface forms part of the nacelle, the in-
stream flow. The outer surface of the outer fixed cowl terfaces with strut and other nacelle components must
provides a continuation of the fan flowpath aft of the generate minimum disturbance to the aerodynamic con-
core cowl doors when the fan reverser is stowed. The tour. Leakage from the nozzle flow path is an engine
centerbody is Inco 625 material comprising a forward performance loss which must be minimized. This re-
flange for attachment to the engine inner exhaust nozzle quirement becomes challenging with nozzles containing
frame, a forward sheet metal formed/brazed section and the reverse thrust function where components are de-
an aft sheet metal formed/brazed section with an opening signed to deploy and stow every flight.
at the aft end for the engine center vent system. The noz-
zle outer barrel assembly is comprised of an outer cowl Lightning Strikes Nacelle surfaces exposed to lightning
bolted to the inner barrel portion called the primary noz- strikes must demonstrate the capability to endure pre-
zle. The outer cowl is a sheet metal welded and riveted scribed levels of strike without damage which would im-
fabrication made from 6AL 4V-Ti material while the pri- pair flight safety. Grounding paths are required which
mary nozzle is a sheet metal welded and brazed fabrica- protect aircraft and engine electrical systems.
tion made from Inco 625 material. There are three ports
on the inner barrel to introduce engine low pressure re- Abnormal Condition Requirements Requirements im-
coup air into the primary airstream. Wear pads are at- posed by regulatory agencies, airline users and aircraft
tached to the outer cowl to support the aft end of the core producers for flight safety reasons often provide the
cowl doors. In addition to the basic design considera- structural loading definition which sizes components and
tions of pressure, thermal and fatigue loading of exhaust provides design margin for the normal flight mission ele-
INNER FLANGE
INTERFACE TO CENTERBODY
ENGINE INCO 625 FABRICATION
TITANIUM OUTER
SHEETMETAL FABRICATION
LP RECOUP PORT (3 PLACES)
INTERFACE TO CORE COWL
ments. Included in these conditions are: operation with MILITARY AFTERBURNING VARIABLE
hinge or latch disconnected, duct burst conditions in the NOZZLE SYSTEM
engine cavity, inadvertent deployment of the fan reverser
in flight, rejected take-off conditions and engine rotating The military afterburning variable nozzle system Figure
part failure conditions. 9.26 provides for a number of functions. It limits ex-
haust gas temperature (EGT) at military and afterburner
Structural Property Variables Since many of the major power settings to a preselected value. Near linear thrust
components are honeycomb core bondments, they are change from idle to military thrusts must be provided by
subject to process control variables and environmental mechanically scheduling nozzle position. The nozzle
exposure deterioration. Design properties utilized for provides a temperature limiting schedule that maximizes
these materials and adhesives are reduced to cover maxi- engine performance over the wide range of military en-
mum temperature and environmental exposure condi- gine speeds. Nozzle area needs to be able to be changed
tions along with a design margin defined to cover based on the rate of change of engine speed, to provide
process variables. maximum stability of engine speed during afterburner
transients (particularly useful at higher altitudes). The
Weight and Producibility All parts of aircraft propul- nozzle need to anticipate changes in EGT to provide fast
sion systems are designed to maximize use of the mate- nozzle response during EGT transients. The nozzle need
rial properties so that weight is minimized. The to reset exhaust gas temperature to a lower value during
producibility factor affects the material capability usage high compressor discharge pressures (CDP) while in af-
in many cases since repeatable construction is necessary terburner operation.
for system performance and manufacturing cost control.
Continuous coordination between the design and manu-
The afterburning nozzle section contains a casing which
facturing functions is required during the design release
is the structural pressure vesseland transmits nozzle
phase to optimize the cost/weight relationship.
loads, a cooling air dispersion liner, flame holders, and
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Chapter 10 requirements impact (mounts, gearboxes, etc.), acoustic
treatment (area and type), reverser type (cascade, target,
etc.), and containment.
INSTALLATION AND
CONFIGURATION Aside from the basic engine dimensions, engine mounts
and gearboxes are the structural areas which most com-
monly establish the minimum cross section for the aero
by Eugene J. Antuna, John A. Gill and A. G. Creque lines. Therefore, first activities normally involve ident-
(Installation Topics) ifying a preliminary mount system which meets the load
and pylon or strut system dynamics requirements (Fig-
and John F. Cataline and John J. Souhrada ure 10.2). This requires close integration with the air-
craft manufacturer to define mutually acceptable
(Configuration Topics)
operating loads and interface stiffness which will result
in acceptable dynamics and acoustics to both the aircraft
COMMERCIAL PROPULSION SYSTEM and engine.
INSTALLATION
In the area of the gearbox the requirements for both the
Providing engines to the aircraft industry is more that engine and aircraft must be considered. Assuming en-
designing and manufacturing an engine that operates gine requirements are available, the electric power and
well in the test cell. Whether the application is a single hydraulic requirements must be established with the air-
engine fighter or a four engine widebody commercial craft manufacturer. Taking these requirements and work-
aircraft, the engine is no better than its installation in the ing with the gearbox design group, a gearbox can be
aircraft (Figure 10.1). designed and located on the engine consistent with both
engine mechanical and aero considerations.
An installation program normally starts when an aircraft
manufacturer (or sometimes an engine manufacturer) After establishing the major structural requirements,
identifies a need in the market place for a new aircraft. studies with the aero group engineers can then be con-
The aircraft manufacturer, along with General Electric ducted with appropriate trades being made relative to
Project Marketing Operation, identifies the require- weight, cost, and performance. Other aero considera-
ments for such an engine. The engine preliminary design tions such as installed performance and engine to nacelle
organization defines potential cycles and physical defini- to pylon spacing, which could have impact on the lines
tion of the engine. must also be considered at this time along with other po-
tential hard points to be sure that all aspects of the instal-
Utilizing the early engine definition, the installation de- lation have been considered.
sign features must be determined. Important first consid-
erations are in providing proper attention to engine
Now that the major structure has been defined, the other
mounting, ground support equipment requirements
systems must be evaluated. The next major item to con-
(GSE), costumer bleed and'power extraction require-
sider is the aircraft bleed systems for environmental con-
ments, acoustics, external and internal flow-lines, and
trol, aircraft antiicing, and starter air supply where
other major physical and functional interfaces with the
applicable. With the trend toward more fuel efficient en-
aircraft.
gines with reduced air flows and increased aircraft bleed
flow requirements (especially in commercial applica-
Early in the program the aircraft manufacturer and GE tions) compressor bleed capability is being severely
Projects arrive at a business agreement on the types of
strained. This often requires study of alternate anti-icing
hardware to be supplied by each party. This may range
systems and more efficient bleed systems.
from supplying a bare engine to providing engines with
nozzles, afterburners, or reversers to providing com-
plete propulsion systems which include all hardware Location of bleed system interfaces varies by application
from the strut or pylon outboard. Once the application is depending on the contractual agreements. This may vary
defined, a set of product requirements can be prepared. from some ports on the compressor case to a single inter-
face providing regulated pressure from a series of two or
The first step in the installation design is to establish the three stages controlled from an engine mounted elec-
aero lines. The aero design considerations are discussed tronic control. Recent systems have provided aircraft
elsewhere, but in reality involves a series of trade studies anti-icing air for wings and struts from these same inte-
including type of flow (mixed or separate), structural grated air bleed systems for simplicity.
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Other important considerations relative to the installa- ject to maintenance is therefore a significant considera-
tion design effort include mission type (carrier, inverted, tion. Early planning and reviews with users are neces-
military), weapon system placement, cooling or ventila- sary to be sure that adequate attention is paid to this
tion system requirements, type of installation (wing or item. Maintainability demonstrations using full size pro-
fuselage), gearbox location (engine or fuselage), re- pulsion system mockups are conducted for the purpose
moval requirements, instrumentation, access require- of showing proper attention to this important feature and
ments, special exhaust requirements (military), and demonstrating removal and installation times of com-
envelope limitations. In addition there are a number of plete engines and components.
other systems which must Be defined and functional and
physical interfaces identified. Among these are fuel and For airline customers using the same engine on different
oil monitoring, fire detection, drains, fuel shut-off, aircraft commonality is a very important consideration.
throttle control, electrical power, and hydraulic power. Keeping the installations as common as possible, re-
duces the number of spare engines and components re-
Once the systems have been defined by a coordinated se- quired which is a major airline investment. It also
ries of design and system trade studies, these agreements improves airline flexibility in moving engines between
between the engine and aircraft manufacturers are docu- applications. Commonality is also a major benefit to
mented in physical and functional interface drawings and manufacturing since with fewer differences a final
system descriptions. With these agreements detailed de- model decision can be delayed farther down the produc-
sign of the various systems and components can pro- tion line, providing more flexibility to the shop and
ceed. lower product cost.
Maintainability and commonality play a major role in The installation engineering function, consistent with its
most product installation designs. Maintenance plays a role as design interface with the aircraft manufacturer
major part in establishing the direct operating costs to plays a major role as design interface with the aircraft
the costumer and in some cases is a contract guarantee. certification programs. Problems involving either physi-
Layout of features and access provisions which are sub- cal or functional interfaces are followed by this group
barrel is normally sandwich honeycomb type construc- draulic pumps and starters. When they are so supplied,
tion for acoustic and load carrying capability and the the engine manufacturer is still responsible for their in-
outer skins filament wound or layed-up composites. stallation and operating environment.
Cowls The cowling forms the outer aerodynamic flow These designs must be physically and functionally inte-
path for the nacelle and together with radial bulkheads grated with the engine systems to obtain the proper bal-
establish the compartments around the engine. These anced design. This is further complicated by the fact that
cowls and bulkhead walls must be either fireproof maximum engine commonality must be maintained
(2000°F for 15 min.) or fire resistant (2000°F for 5 among multiple aircraft applications.
min.) depending on the type of fire zone.
Engine mount hardware is supplied as either part of the
The cowl loads generally consist of pressure, thermal engine or as part of the EBU. Historically on large com-
and some redundance load distribution with the engine mercial engines, the front mount is part of the engine
and aircraft. If load sharing with the engine is utilized to and the rear mount part of EBU. This hardware is made
reduce engine deflections this must be considered. The up of the attach pieces between die engine and aircraft
cowls often contain special provisions like service access interfaces. The configuration of the mount system is
or blowout doors, opening features and bleed intake or very important relative to propulsion system perform-
outlet vents which must be considered structurally and ance due to its impact on engine bending (clearances)
aerodynamically. This hardware is tooling controlled, and nacelle lines (drag). From a maintainability stand-
made of composites or aluminum, and must be closely point, they must permit easy installation/removal of the
dimensionally controlled for interchangeability. demountable power plant and permit necessary access to
the engine.
Engine Buildup (EBU) Hardware (Figure 10.5 and
Figure 10.6) The engine buildup hardware (EBU) is that Design of the mount hardware must consider the large
required to integrate aircraft and engine systems. It con- variety of static and fatigue loads which both the aircraft
sists of such functions as the bleed air system, electrical and engine can impose on the structure both separately
power system, hydraulic power system, throttle and fuel and togedier. Defining the static and fatigue load spec-
systems, fire detection and extinguishing systems, and trums is a complicated joint effort between the aircraft
drain systems. These designs require a high degree of and engine manufacture because it requires extensive
physical and functional integration with the aircraft com- understanding of both the engine and aircraft operation
pany and knowledge of both system and component de- and physical characteristics on both sides of the inter-
sign. Design fields involved include mechanical, face. Design loads must consider all potential facets of
electrical, fluid flow and heat transfer considerations. operation including such things as blade out, aerody-
namic, gusts, inertia, seizure, crash, etc. For saftey con-
Depending on the installation, some parts of the EBU siderations, mount systems are usually designed with
may be Buyer Furnished Equipment (BFE). These items redundant load paths so that a single failure does not re-
could include such items as bleed valves, generators, hy- sult in loss of the powerplant from the aircraft.
(D) NACELLE
EBU SYSTEM
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Figure 70.72 F110-100 Engine Envelope (Left Side and Bottom Two Dimensional Representation)
Figure 10.13 F110-100 Engine Envelope (Left Side Three Dimensional Representation)
circuit inlet and discharge interfaces, as shown in Figure Power Lever Shaft and Throttle Linkage (A5) The engine
10.21. The fittings are "Murphyproofed" by using a fe- power setting (thrust level) is controlled by varying the
male fitting at the inlet coupling and a male fitting at the angular position of the power lever shaft on the main en-
discharge coupling. The couplings are self-sealing to gine control (MEC). The power lever shaft is mechani-
prevent fuel seepage when disconnected. cally connected to the cockpit throttle quadrant through a
push/pull cable and rack and pinion rotary actuator. A
Electrical Interface Connectors (El and E2) Threaded spring-loaded torque shaft connects the aircraft rotary
electrical connectors are utilized at the engine-airframe actuator with the splined power lever shaft. The F16C
electrical interfaces, which may be located on the engine throttle quadrant and engine bay throttle shaft are shown
electronic control or conveniently relocated to a more in Figure 10.25. The cockpit tiirottle quadrant is calibra-
accessible location using a wiring harness. When speci- ted by "rigging" the power lever shaft at the "interme-
fied, MIL-STD-38999 Series III quick disconnect con- diate" power setting position and adjusting the throttle
nectors are used, which have a coarse thread and fully cable linkage.
engage in one turn or less.
Fluid Drains and Vents (Dl, D2, and'D3) Lubricating oil
Exhaust Nozzle Shroud (A4) The exhaust nozzle shroud that leaks past bearing cavity seals and fuel leakage from
provides smooth aerodynamic transition between the aft various components is collected at fluid drain masts lo-
fuselage moldline and the exhaust nozzle outer flap con- cated along the bottom of the engine. These fluids are
tour, while accommodating engine or airframe deflec- normally dumped overboard through penetrations in the
tions and engine thermal growth. The nozzle interface aircraft skin or stored in aircraft accumulator tanks.
between the engine and airframe is a series of cantile- Also, sometimes bearing seal pressurization air is vented
vered metal flaps or "Eagle feathers," as depicted in overboard through the engine main drain masts. In the
Figure 10.24, which are secured against the exhaust aircraft engine bay a drain bellows seats against the en-
nozzle shroud by a circumferential strap. Spacers be- gine drain mast to collect the fluids (Figure 10.26).
tween the metal flaps and the nozzle shroud provide a
small gap (0.25 inches) through which the engine bay
ventilation air exits.
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END (REF)
Figure 10.17 F11O-GE-100 Engine Mount System Arrangement for the F-16C/D Aircraft
ENGINE (REF)
OUTBOARD ATTACH
BOLT (REF)
SAFETY WIRE
BOLT (2)
WASHER (2)
CLAMP
COTTER PIN
THRUST PIN NUT
WASHER
PIN
BOLT
NUT
COTTER
59. EXPANDABLE THRUST
PIN
WASHER
(REF)
BRACKET
(REF)
LOCKING RING
(REF)
FLANGE
(REF) BUSHING (REF)
.005 I N C H
M I N I M U M (REF)
SPRING
EXPANDABLE CLIP
PIN (REF) (REF)
RETENTION
PIN (INSTALLED
5 9 . 1 - RING 59. PIN POSITION) (REF)
LINK (REF)
CAM
TRACK
(REF)
TRACK
(REF)
4. DISCONNECT
SERRATED
TEETH
(REF)
5. COUPLING (2)
6.
Figure 10.21 F110-GE-100 Fuel Inlet and Electronic Fuel Cooling Interface Couplings
CONFIGURATION 625 for the remainder. All brackets and supports are in-
conel 625. GE commercial engines, namely the CF6-80
Design Philosophy As with other design areas, the de- family, utilize 321 stainless steel and inconel 625 for tub-
sign philosophy for configuration design is to produce ing and inconel 625 for brackets and supports. Unique
hardware that is low cost, light weight, manufacturable, cast aluminum clamps and "broom handle" spring clips
and highly reliable. With the advent of the Fl 10-100 en- have been developed for tubing and electrical cable sup-
gine in the F-16 fighter single engine safety concerns ports respectively.
have brought to engine piping the proper technical rec-
ognition. Configuration hardware receives rigorous design analy-
sis, design reviews and engine/component testing to as-
Other considerations such as meeting engine-aircraft en- sure it is capable of meeting the design requirements
velope, meeting the technical design requirements, and with adequate safety margins.
having the capability of operating in an unfriendly en-
gine environment play a significant role in the design of Design Approach The approach to configuration hard-
configuration hardware. ware design is a series of steps with checks along the
way which when followed rigorously will lead to a de-
Since the early 1970's when the F101/B-1 program was sign that will satisfactorily meet all requirements.
initiated, significant work has been done to investigate
the use of more exotic materials such as titanium and In- To initiate a configuration design project, the first pieces
conel 625 for configuration hardware due to weight and of information to obtain are the engine description, key
material strength considerations. At present, GEAE mil- dimension drawing, and engine installation envelope.
itary engines utilize titanium for approximately 60% of These pieces of information set the space boundaries
configuration tubes and 321 stainless steel and inconel available for packaging the engine accessory gearbox,
5. BOLT (3)
WASHER (3)
1. GASKET
COUPLING
NUT
fyP
PORT
(REF)
COVER
ELEMENT
/REpf ( REF ) SAFETY WIRE
FLANGE
(REF)
2. DUCT
controls and accessory components and configuration visualization of the overall conceptual configuration is
hardware. Then the engine technical requirements data then obtained (Figure 10.28).
must be obtained to provide information on the engine
operating conditions such as pressures, temperatures, vi- The next phase of configuration design is to have Draft-
bration and hardware life requirements. The next piece ing produce the piping layouts and detail drawings. Uti-
of design information required is the systems schematics lizing the rollout, the engineering mockup, design
which are provided by various engine systems groups practices, technical requirements and giving thought to
and controls and acccssories'sy stems. vibration characteristics and thermal stresses, the con-
figuration design engineer can aptly direct the drafting
Now comes the planning for the configuration design designers to produce a successful piping design (Figures
work. A well thought out plan of attack is the real foun- 10.29 through 10.31).
dation for developing a good configuration design. An
engine rollout drawing (Figure 10.27) is a very useful During die layout phase, it is necessary to do a thorough
tool for this phase of design. The engine is un-rolled, if job of analysis to determine the vibration and thermal
you will, into a flat pattern view. Then controls and ac- stresses in the piping. Utilizing the Goodman diagrams
cessory components are placed and packaged to obtain (Figure 10.32) for the various materials, safety factors
the most efficient piping routing. Attachment ports are and life capability of the hardware is determined.
located on the components and the engine frames at this
time. The key objective is to obtain the most orderly pip- The next important step is to have a thorough design re-
ing routing. Once again, this is where good preliminary view conducted by experienced engineering experts,
planning will produce good results. namely members of the Configuration Design Board.
This assures input for "lessons learned", standardiza-
The rollout is converted into conceptual hardware using tion, and "good design practice" are obtained and re-
an engine mockup as an engineering tool. An effective sponses documented.
6. DOOR122R
DOOR 122L
(REF)
7. NUT (2),
SPACER (2),
SWINGOUT BOLT (2)
LINK (REF)
DOOR 113L DOOR 117L
(REF) (REF)
Figure 10.24 F-15C/D Engine Bay Access Doors and Exhaust Nozzle Shroud, "Eagle Feathers'
MEC
PLA SHAFT (REF)
(REF)
Figure 10.25 F-16C/D Cockpit Throttle Quadrant and Engine Bay Throttle Shaft
1. FORWARD
BELLOWS
HOOK
(REF)
2. AFT BELLOWS
RESTRAINING
ROD (REF)
"5
o
o
6
o
1
~S^S\ \ 5004
25005
V
13.84
13.72
2 a 03
20. 69 REF
22. 80 REF
- 8 . 03 REF
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KM.I KM
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B A MINI MUM
STRAIGHT LENGTH
2 X DIA OR .SO
(BETWEEN BENDS)
^
\g&
STRAIGHT LENGTH
FROM DATA PROCESSING
PRINT OUT o
SEE FITTING
DETAIL FOR THIS
LENGTH
The engine mockup once again is an important engineer- consumed. Engine tubing and all connectors must be
ing tool to obtain a trial fit and an overall review of the prime reliable where fluid leaks could result in engine
engine configuration prior to release of hardware for bay fires or loss of engines. Flammable fluid lines are lo-
manufacturing. Component vibration tests are conducted cated or shielded to prevent leakage from contacting hot
on certain critical design hardware to provide assurance engine surfaces. Tubing needs to be located for easy ac-
the designs can withstand the worst engine environment. cess and maintenance to insure proper assembly. All fas-
By following these design steps and checks, the configu- teners and couplings are torqued with necessary seals in
ration design will operate successfully during all phases place. Tubing is analyzed for vibratory stress between
of engine operation. supports, stress due to tube-to-engine differential ther-
mal growth and built-in assembly stresses due to deflec-
Technical Requirements Overall configuration require- tion at bracket and clamp locations, and misalignment
ments are established by reviewing the engine model plus hoop stress due to internal pressure. Finally, tubing
specification, the engine contract, and the engine techni- is designed for minimum weight, number of parts, and
cal requirements manual. Applicable installation and life cycle cost.
configuration requirements are then summarized along
with system schematics (fuel, lubrication, hydraulic, and Design Practices The external configuration design
pneumatics systems) and recorded in the appropriate de- practices are based on extensive operating experience.
sign record books (DRB). Other requirements are based They give guidelines and recommendations for tubes,
on engine system operating requirements such as tem- hoses, ducts, brackets, clamps, and other hardware in
perature, pressure, critical frequency ranges and useful terms of material section, manufacturing processes, fit-
life. ting types, design operating conditions, analysis meth-
ods, and test or substantiation. Many other important
A complex array of configuration tubes, hoses and ducts applicable design practices and specifications are listed
are used to convey engine operating fluids from tanks or in the manuals and cover items such as general mechani-
reservoirs to pumps through filters, sensors, and control cal design, interpretation of drawings, standard torque
systems to engine locations where they will be used or valves, welded joints, stress concentrations, engine
FABRICATED
TURNTABLE
STRAIGHT LENGTH
PREVIOUS COMMON TO BOTH
BEND BENDS
installation and fire protection, formed tubing, and sheet Design Reviews Installation and configuration prelimi-
metal. These subjects and many others are covered in die nary design reviews are conducted periodically within
"BLUE" AEBG Engineering Standards books. They are the design organization using overall experience to assist
written to control or guide design, manufacture, devel- and assure uniformity of interpretation and application
opment, and qualification of high quality and reliable ex- of design practices. A design board meets periodically to
ternal configuration hardware. review the installation and configuration design prac-
A=4. 0 A-1.0
140
120
100
o
ao
z 60
40
20
Fit and function demonstrations and checks are required Existing C&A components can be used as dies to gener-
prior to introduction of production engine hardware. ate additional components where minor or no change is
The purpose of this section is to provide an explanation involved. Experience to date shows about ten percent of
of the system available to satisfy the fit requirement. the cost and one fourth the lead time involved in pro-
Function demonstrations and checks must be satisfied curing mockup hardware is due to procurement of parts
using test rigs or engine testing. from vendors of C&A components.
The control system design includes definition of the con- The evolution of controls technology during the past two
trol mode and logic (control strategy), definition of the decades has been from full hydromechanical control or
system mechanization mix (quantities and types of con- hydromechanical control with single function analog
trols, sensors, actuators, pumps, etc.) dynamic design electrical trim, to hydromechanical control wim exten-
for stability and transient response, and definition of sive analog electrical trim or hydromechanical control
component to component, component to engine, and en- with digital electrical trim, to full authority digital con-
gine to aircraft interfaces. trol (with and without hydromechanical backup). This
evolution is shown on Table 11.1. The control strategy
The majority of controls components are designed and which has been employed has been influenced by the ev-
supplied by outside vendors according to Controls com- olutionary paths taken by commercial and military tech-
ponent specifications and source control drawings. Some nologies and application requirements, and special
components are designed internally and manufactured considerations associated with single engine applica-
and assembled by outside vendors. A considerable dollar tions.
volume of controls components are supplied by other GE
businesses such as the Aerospace Control Systems De- Control System Requirements The basic requirements
partment (ACSD), Binghamton, N. Y. and Ft. Wayne, of a jet engine control system are as follows:
Indiana which supplies analog electronic controls, dig-
ital electronic controls, engine monitoring system • Regulate steady state and transient power output over
processors, and electrical cables. The Aircraft Instru- the available power range..
ment Department (Wilmington, Mass.) provides optical
pyrometers for turbine blade temperature measurement, • Maximize engine cycle efficiency
and GEAE at Lynn, Mass. manufactures our augmenter
fuel controls and other valving which are designed at • Provide required transient thrust response during
Evendale. power changes
o
tn
O
tn
m
2
z
o F/gfure 11.1 Controls Engineering Interfaces
Control Type Applications Controlled Variables
Hydromechanical control with TF39, CF6-6, CF6- Hydromechanical control of core speed, com-
computation by levers, mecha- 50 (military trans- pressor stators, accel/decel fuel flow on TF39
nisms, and fluids (fuel). port and com- and CF6-6. The CF6-50 also has variable
mercial aircraft). bleed valves {VBV's).
Hydromechanical control with CF6-80A and CF6- Digital electronic Power Management Control
digital electronic override/trim 80C2 (PMC) of fan speed, idle core speed reset,
functions starting, and ignition. Hydromechanical con-
trol of core speed, accel, decel fuel flow, com-
pressor stators, variable bleed valves (VBV's)
and rotor active clearance control.
HYDRAULIC
+SS/SS/& PUMP
Id Id.
H/V RATE
POWER LEVER ANGLE
MAIN
ENGINE FUEL FLOW OVERRIDE SIGNAL
CONTROL
POWER LEVER CONDITION RESET
SPEED LOCKUP
FUEL
w\ m
h-FLOU -• AUGMENTER 7
SIGNAL
'FAN SPEED '
FUEL
CONTROL zzm
CORE SPEED M/V T -
L M
CORE TURBINE BLADE TEMP AFT POSITION \
L3 SPEED ENGINE INLET TEMP
NOZZLE THROAT AREA CONTROL
FAN IGV ANGLE
SPEED LOCKUP
COMP
DISCH.
PRESS
J ? A/B
t PUMP
AUG SOLENOID 3 ON/OFF £
FAN DISCH ON/OFF / /
TEMP SIGNAL / /
C O N F D I S C H PRESS 'FAN DISCH TOTAL PRESS ' /? //
FAN DISCH STATIC PRESS
COMP BLEED PRESS COMP DISCHARGE PRESS MAIN IGN ® j;
MAIN AUG IGN„ AUGMENTER /
FUEL FUEL
PUMP TOTAL PUMP
FLOW
BOOST ELECTRICAL
PUMP
FLUID W///////////Z2
FDS
NC PNEUMATIC _ * * »_
NF
ENGINE AS MECHANICS
AIRCRAFT r COND
RESET
SPEED
LOCKUP
TA4-
The complexity of a control system is directly related to Control System Design Engine control systems are de-
specifications defined by the customer, requirements im- signed to regulate engine power and efficiency by mani-
posed by the cycle, safety and special requirements or pulating the available variables as a function of sensed
functions (e.g. additional stall margin resets, SFC reduc- parameters. The manipulated variables are varied to
tion features - turbine clearance control, bore cooling, schedule or set the controlled variables. Control system
etc.). design does not determine the set of manipulated varia-
bles. These are defined by cycle design. Controlled vari-
Generally, the engine control must provide steady state ables and sensed parameters are selected by the control
thrust characteristics proportional to rotation of the en- system designer to meet system requirements. Figure
gine power lever. This thrust to power lever characteris- 11.3 shows the basic process of control system imple-
tic must be essentially linear, accurate, repeatable and be mentation.
distinguished by dwell bands or "flats" at certain thrust
AIRCRAFT
ENGINE
SINGLE THROTTLE
SENSOR MANIPULATED
INPUTS VARIABLES FEEDBACK
CPLA3 s
CONTROL
FLIGHT DATA SYSTEM
MONITOR DATA —
• Installation and application requirements - Most air- Dynamic analysis and simulation are design procedures
craft require maintenance of bleed pressure at some that are used on all jet engines in the development of
minimum acceptable levels, and many supersonic air- control systems. Stability and transient response are
craft require maintenance of engine airflow limits. very important steps for designing, developing, evaluat-
ing and optimizing the engine-control system interac-
• The requirement to protect the engine from over- tion. This type of analysis spans from simple linear
speed, overtemperature, stall, and blowout models of components, to complete detail control system
and engine mathematical models. This type of analysis
The controlled variables which are in common use on to- capability is invaluable in the development stages of a
day's turbofan engines include fan speed (Nl, NF), core new engine and for assessing the effects of a control loop
speed (N2, NC), HP turbine blade temperature (T4B), change on a mature engine. Using dynamic analysis to
exhaust gas temperature (EGT), compressor discharge design the control system or investigate a stability or re-
pressure (PS3), augmenter fuel flow (WFR), fan dis- sponse issue saves both time and money over testing on
charge Mach number (M25, A P/P) (the latter two on an actual engine or a component rig.
augmented engines), and fan and compressor variable
geometry (IGVs, VSV's, and VBV's). Definitions and Nomenclature Before getting into de-
sign requirements and methods in more detail its appro-
The manipulated variables, those parameters which are priate to discuss some basic definitions and
modulated directly by the control system to maintain nomenclature. First and basic to all control systems is
control of the above controlled variables are as follows: the control loop. The control loop includes the reference
inputs which are used in computing the schedule. It may
• Main fuel flow (WFM) include the control and/or engine dynamics. Within the
• Augmenter fuel flow (WFR) control loop a manipulated variable is positioned to set
• Exhaust nozzle area (A8) the controlled variable. Figure 11.4 shows a basic
• Compressor variable stator vanes (VSV's) closed loop control and the primary functions.
• Fan variable inlet guide vanes (IGVs)
• Variable bleed valves (VBV's) There are two basic types of control loops; "open loop"
• Thrust reverser and "closed loopy A closed loop is where the output is
monitored either continuously or on a sample basis. This
Sensed parameters are selected to support the engine output, of the controlled variable is compared to the
control mode, provide accurate scheduleability over all scheduled value of the controlled variable (or demand),
flight conditions and provide limits protections. Various through feedback to a summer. The difference is the er-
sensed parameters used on military and commercial en- ror. The output is continuously changed to minimize the
gines are: inlet temperature and pressure (T2, P2), am- error. Examples of closed loop controls used on current
bient pressure (Po), aircraft mach number (M), engines are: fan and core speed control, variable stator
compressor inlet temperature (T25), bleed pressure, (VSV) position, variable bleed valve (VBV) position, in-
compressor discharge pressure, fan and core speed, fuel let guide vane (IGV) position, and fan discharge mach
metering valve position and exhaust nozzle area. number (or delta P/P).
MANIPULATED
VARIABLE
CONTROLLED
VARI ABLE
REF. "PLANT"
INPUTS
An open loop control is much simpler. The output pa- The block diagram is made up of various elements such
rameter is set based on a precalculated schedule. There as summers, integrators, differentiators, gains, multi-
is no feedback sampling of feedback output. This type of pliers, min and max selectors. The basic representation
control is used for turbine clearance control and bore of each element is shown in Table 11.3. An integrator
cooling control. Most jet engine control loops are closed and differentiator are basic transfer Junctions, which are
loop because they allow more accurate steady state and described by Laplacian algebra. The Laplace transform
transient setting of the controlled variable. is a method of transforming differential equations,
which describe the control system as algebraic expres-
Using the analogy of driving an automobile, we can sions. These transfer functions describe the control sys-
show the distinction between the open and closed loop tems response to various inputs (steps, ramps, sinusoids,
controls. In a normal driving situation, your brain de- etc). A reverse transformation can be made to show the
cides what path you wish the car to take. This desired system outputs as a function of time. In control design
path is compared to the actual path sensed by your eyes and analysis the transfer function is a very important tool
and the difference in direction is sent via nerves to the to understand the response of a complex control func-
arm muscles which amplify the "error signal" and turn tion.
the wheel in the appropriate direction. This action con-
tinues until the actual path coincides with that dictated by An example of simple transfer functions are differentia-
the brain. This is closed loop control. If, on the other tors and integrators. Differentiators are used to calculate
hand, we were to drive by a calibrated degree wheel on fuel metering valve rate which is used to maintain loop
the steering column without looking where we were go- stability. An example of integrator in the control system
ing, this would be open loop control insofar as the vehi- is an actuator. The input is a rate of change of volume
cle path is concerned. (fluid) which the actuator integrates into a displacement.
Control loops are defined and represented by block dia- A transfer function is a mathematical expression repre-
grams. These diagrams can be as simple as one loop senting the steady state and transient behavior of a physi-
(Figure 11.4) or as complex as an entire control system. cal system. For a simple example consider the
t) INTELLIGENCE x = y
PATH
\ •
2) SUMMER y «= K • z - w
3) COEFFICIENT y = Kx
.- (GAIN)
5) DIFFERENTIATOR dx
KS y . K
6) MULTIPLIER z-xy
7) DIVIDER
Ty
KM
10) FUNCTION i - '<*>
GENERATOR (2D)
11) FUNCTION
GENERATOR (30) W z = i|n.y>
&
^S^RTO^
#
k = SPRING RATE, -4
in
# - sec
0 = DAMPING COEFFICIENT,
in
*- X,
HZ .05
XML _ HZ S+1
CRPM) RPM
.025+1 TORQUE
MOTOR 20tlA_
AMP Y V
NL
ADJUST-
FAN-
. • J SPEED SEL
X ^ SCHED MIN
1.275V/V
8V_
S + 1 V
H H
+.54 -.54
RAT
T48 .0022 V V
SCHEDULE +) ^
+ m - 2 0
2S
LINEARIZER PYROMETER
S+1
V
VDC D
C T4B°R
/
VDC R
V /
EFFECTIVE GAIN-
1V/°R
GAIN
MARGIN
PHASE
CDEG3
-90'
-180°
0. .0 10 100
FREQUENCY CRAD/SEC)
LOG SCALE
A recent addition to the dynamic analysis responsibilities simulations. A mathematical model of the entire control
is to complete the FICA model design. FICA is the Fail- system is developed from a complete description of the
ure Indication & Corrective Action model. This is a sim- hardware and software. The software sampling frame
ple engine and control system model used in recent times and dynamic characteristics of the hardware are
digital controls. For certain component failures the con- reflected in the model. Previously ignored effects such
trol can revert to operation using model inputs. The as fluid compressibility, piston inertias, loads, volumes,
model must be designed with most of the previously pressure drops and valve non-linearities are included.
mentioned transient response requirements so the engine This mathematical model of the control system includes
can operate stably. the algorithms and equations defining the control loops,
sensors, actuators and valves.
Design Tools and Methods The basic design methods
used for stability and response analysis are linear and All jet engines have a number of controls which are
nonlinear control analysis. Linear analysis is used pri- closed loop through the engine. Examples are speed, tur-
marily for investigating stability. Most components in a bine temperature and duct airflow control. Thus the en-
control system, including the engine itself, can be sim- gine is an integral part of these control loops. In order to
plified by linear models. Complete control position do a complete non-linear analysis the control system
loops can also be represented by linear models. Using model must be combined with the engine model.
these models and equivalent open and closed loop trans-
fer functions a linear analysis can be accomplished, as A mathematical model of the engine is constructed
previously described. The linear analysis of each loop is describing the thermodynamic and mechanical processes
used to "tune" the loop constants and dynamic compen- governing the operation of the engine. This includes the
sation. principles of compressible fluid flow, combustion, and
work and energy balances. The model may be a "first
The next step is to perform the nonlinear dynamic analy- principles'" model using basic thermodynamic and dy-
sis. This is accomplished using detailed control loop namic equations or "table driven" using empirically
a.
cc \ no%N/Ve2"
o to
COLiJO.
cocc
UJD -
IX COO
a co-
0£T<
UCLQ:
w V92"
CORRECTED AIRFLOW .
100%
INCREASING
T 25
UJ
UJ
Q_
CO
Q:
o
\-
o
cc
\ TRANSIENT
\ TEMPERATURES
STALL ,1/
ACCEL OVERSPEED
LIMIT
WFM PROTECTION OiDLE
PS3C
DINTERMEDIATE
DECEL LIMIT
7 7 7 7 7 7
^ ^ ^ ^ ^
NC
NPUTS OUTPUT
WF
PS3
T25
Variable Stator Vane Control The primary objective of To optimize the VSV position, tests are run to define the
compressor design is to meet a high speed (takeoff or stall point for each stage at various corrected core
cruise) design point. Unfortunately a compressor de- speeds. This process is applied to each successive stage
signed for high efficiency at high speeds is also very in- back to the point where the low speed pumping problem
efficient and prone to stall at low speeds. At low no longer exists. The F101/CFM56 nine stage compres-
corrected speeds the front stages of the compressor are sor, for example, only varies the first four stages of com-
pumping more airflow than the rear stages can handle. pression. With this data, schedules can be developed
This raises the pressure ratio of the front stages driving defining stator angle versus corrected core speed for
them toward stall. The compressor stall line is effec- each stage. These schedules are designed to maintain a
tively made up of a family of individual stall regions for desired stall margin and maximize compressor effi-
each stage. ciency.
ANGLE OF ATTACK, a
P3/P1 VARIABLE
STATOR
REGION STALL LINE - LOW P 3 /P 2
COMPRESSOR
CORRECTED AIRFLOW
A typical VSV schedule is shown in Figure 11.15. Nor- Note that the min core speed and min PS3 limits are led
mally the angle called out on these schedules is only the into a max selector, while max core speed and PS3 are
first variable stage. Note also a failsafe can be designed fed into a min selector. The selection process is
into the schedule if a T25 sensor fails to a full cold shift. prioritized such that these limits will not be exceeded.
The normal failure mode of the T25 sensor is to indicate The actual mechanization can be hydromechanical or
cold (-65°F to -80°F). The failsafe flat allows for electronic.
adequate compressor performance during standard day
conditions when the VSV's would be too far open other- The purpose of limiting the maximum core speed is to
wise. protect the turbomachinery. Use of this limiter is not re-
quired unless the normal speed scheduling is malfunc-
Speed and CDP Min and Max Limiting Control sys- tioning. Typically the accel schedule is designed to limit
tems are also designed to assure both maximum and min- WF/PS3 ratios at high core speeds. The schedule sets a
imum limiting of important parameters. Limiting the value below the required to run (operating) line which
maximum values of the engine speed and compressor reduces engine speed. If this system operates normally,
discharge pressure (CDP or PS3) is essential to prevent speed will be reduced before an overspeed can occur. As
CLOSED
VSV
POSITI ON
OPEN
CORRECTED CORE SPEED
MAX PS3
DECEL MAIN
CORE MAX T4B MIN
PS3 SCHEDULE METER ING
SPEED VALVE
SEL
T2 MAX CORE
SPEED WFM
PS3
CACCEL
SCHEDULED
ACTUAL PS3
COMMERCIAL CONTROLS
OBJECTIVES A t ambient temperatures below corner point takeoff
thrust is a constant value for a given altitude, or so called
Some control system functions and strategies are unique " f l a t rated" (see Figure 11.19). A t temperatures above
to commercial engine applications. These include power corner point takeoff thrust rating is reduced to hold E G T
management control, selectable idle thrust, modulated constant at the corner point value (see Figure 11.19).
idle speed, variable bleed valves ( V B V ' s ) . turbine clear- The constant corrected thrust characteristic o f flat-rating
ance control, core rotor active clearance control, and re- results in a constant takeoff corrected fan speed for a
verse thrust scheduling. W i t h the exception o f the last given altitude (see Figure 11.20). The takeoff thrust
item, the objectives o f these functions are to provide the available at altitudes other than sea level is a function o f
minimum fuel consumption for the particular aircraft ap- the particular engine cycle^ performance at the corner
plication and mission. point E G T level at the particular altitude.
Power Management Control Performance o f commer- Takeoff power management is normally developed and
cial aircraft engines are generally specified to the air- certified by analysis o f test data taken during aircraft
frame manufacturer for several key thrust settings, or certification flight testing. A typical power management
ratings. These ratings include takeoff thrust (TO), go- chart for takeoff rating is shown in Figure 11.21. This
around thrust ( G A ) , maximum climb thrust ( M C L ) and chart is in the form used in aircraft flight manuals, with
maximum continuous thrust ( M C T ) . Some of the design airport outside air temperature (OAT) on the x-axis and
criteria for commercial controls systems are integral to Takeoff rated Fan Speed ( % N I ) shown on the y-axis.
these rating structures, for instance: Note that above the corner point temperatures for each
altitude, all the altitude lines virtually collapse to one
• Takeoff thrust (or corrected fan speed) and go-around line, i.e. a constant EGT value.
thrust must be achievable at all takeoff flight condi-
tions Go-around thrust is essentially an in-flight takeoff rating
used during missed approaches or aborted landings.
• Takeoff thrust should occur at approximately the same W h i l e takeoff power management is based on setting
throttle lever angle at any takeoff flight condition power by 0.1 aircraft Mach number on takeoff roll, go-
around thrust is based on approach airspeeds of 0.25 to
• Full throttle thrust must not exceed takeoff rated 0.3 Mach number.
thrust by more than a m i n i m u m amount
In recent years, some airlines and aircraft manufacturers
• M C L and M C T ratings are usually required to be a have negotiated increased takeoff and max continuous
fixed throttle angle regardless o f flight condition, i.e. thrust levels in certain areas o f the aircraft operating en-
a maximum performance climb f r o m 1500 feet to velope to tailor an the aircraft performance for some par-
maximum aircraft operating altitude can be performed t i c u l a r c o m b i n a t i o n o f a i r p o r t e l e v a t i o n , ambient
without throttle resets temperature, and flight route. The resulting rating, typi-
cally called a " b u m p " rating, allows the customer to op-
Takeoff rated thrust is the highest thrust rating quoted by erate the engine at increased thrust and EGT levels,
the engine manufacturer for operational use by the air- typically on hot days, at high altitude airports. This per-
craft manufacturer. The thrust rating is based on a maxi- mits the aircraft to takeoff with higher payload or fly a
NDICATOR OF ENGINE
OPERATION SEVERITY
CO
LLCT
I
STANDARD CORNER
DAY POINT
TEMPERATURE TEMPERATURE
T2
(£>
AMBIENT PRESSURE
5n = 14.646
T2
Figure 11.19 Altitude Effects on Take-off Rating
CORRECTED
FAN
SPEED
•
N1
Ve
EGT = K. A T „ •= K
AMBIENT
TEMPERATURE
e= 518,-67
TP
longer flight route under these conditions than would be MCT rating, which is normally defined by the aircraft
allowable using the normal "non-bumped" thrust rating. manufacturer as the thrust needed for one-engine out
An example of this is the takeoff rating of the CFM56-3- climb performance above a specified terrain elevation, is
Bl engine on the 737-300, which is tailored for up to 7- the highest allowable thrust level at which the engine
8% increase in hot day takeoff thrust at airport may be operated continuously. The. corner point temper-
elevations between 3000 ft. and 10000 ft. such as Den- ature for MCT is usually lower than for takeoff, typi-
ver (5330 ft.), Albuquerque (5350 ft.), and Mexico City cally a delta ambient temperature above standard day of
(7340 ft.). Hot day conditions, i.e. above corner point + 18°F. The EGT level for MCT is normally a constant
temperature, at these airports are prevalent during late value for a defined climb profile on a corner point day up
spring, summer, and early fall, so to maximize aircraft to the terrain clearance elevation. Above that altitude,
payload capability for long range flights an increased MCT rating, and the associated EGT level, decrease to a
takeoff thrust is desirable. The "bump" rating meets value equivalent to MCL rating. "MCL rating, on the
these needs nicely, however, the increased complexity of other hand, is the thrust required by the aircraft manu-
the resulting rating must be factored into the control facturer to meet specified aircraft climb performance
schedule design. Figure 11.22 shows the complexity of with all engines operating. Power management for these
a "bumped" takeoff rating. This chart represents the two ratings are developed and certified during aircraft
takeoff corrected fan speed settings versus ambient tem- certification flight testing. A typical power management
perature relationship for this rating. Note that the cor- chart for MCL is shown in Figure 11.23 and 11.24. Ar-
rected fan speed at a constant altitude below corner point riving at a power setting fan speed for max climb (or
temperature is constant, which results in constant thrust. max continuous) requires that the minimum NI value be
Note also that the constant altitude lines do not collapse determined between the two charts.
to one constant EGT line until well beyond the corner
point temperatures. An approximate constant EGT line It can be seen from the above discussion of the complex-
is illustrated on the chart; the rating points to the right of ity of the various thrust ratings, a control system which
this line are "bumped" above normal. meets the above controls design criteria must include
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• Reduced pilot workload As can be seen, there are conflicting objectives for de-
— Reduced throttle stagger fining the idle setting for descent. In most cases, trade-
— Single throttle setting for takeoff and climb offs are required to arrive at a compromise idle speed
schedule which meets the most important objectives.
• Improved aircraft/engine integration The resulting schedule sometimes requires a separate
— Autothrottle system mechanism in the control with pressure and temperature
— Maintenance systems/ground test inputs. In MEC's, this mechanization takes the form of
an additional 3-dimensional cam surface. This is some-
Since the PMC is designed to incorporate power man- times referred to as a "modulated" idle schedule. A
agement architecture into control schedules, today's comparison of idle descent paths for typical approach
control system designers must work closely with per- and minimum idle schedules is shown in Figure 11.28.
formance analysis group to ensure that engine thrust rat- The unmodulated min idle case shown is the characteris-
ing logic is properly implemented in the control. This tic which would have resulted, if a modulated idle sched-
requires a great deal of integration between the two engi- ule cam had not been incorporated into the control. Idle
neering functions, not only during the design of the con- speed during approach and landing is generally a higher
trol system, but also throughout the development and thrust setting than the idle thrust setting for descent and
certification flight test programs, culminating in certifi- ground taxi operation. Typical values for approach idle
cation of the engine model on a particular aircraft. thrust range from 8% to 15% of takeoff thrust.
Idle Speed Control and Scheduling Most commercial Approach idle is determined, for the most part, by the
control systems have at least two idle speed control go-around thrust (FAA) requirements for the particular
schedules, which normally are selectable by an aircraft aircraft/engine application. The FAA regulations require
input signal. Generally, a minimum idle speed schedule that for the maximum certified landing weight of the air-
and an approach idle speed schedule are provided in the craft, sufficient thrust must be available eight (8) sec-
control system. On engines with a PMC/MEC control onds after initiating an aborted approach/go-around
system, these schedules are usually a corrected core maneuver from approach idle to arrest aircraft descent
speed schedule implemented in the hydromechanical and establish a specified aircraft climb angle. The go-
control. The idle speed schedules are usually negotiated around requirement is usually considered for a case of
between the engine manufacturer and the airframe man- maximum landing altitude, minimum landing airspeed,
ufacturer to meet certain objectives. In broad terms, the maximum customer bleed extraction, and maximum ac-
requirements used to define idle speed schedules are as cessory horsepower extraction from the engine. All of
follows: these factors tend to reduce engine thrust response. The
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thrust required to be available eight (8) seconds after a by using the ambient temperature and pressure speed
go-around maneuver is a negotiated value between the schedule biasing provided on the^ normal 3-dimensional
engine and aircraft manufacturers. Typical values for speed schedule cam (shown as the box labelled as
this thrust requirement on present day commercial air- SCHED in the figure). The selection of the two idle set-
craft range from 78% to 95% of full go-around thrust. tings is provided for by an electromechanical solenoid
on the hydromechanical control. The selection of normal
Current commercial aircraft require relatively low ap- (ground/descent) idle or high (approach) idle is accom-
proach idle thrusts settings to pqrmit a wide range of plished via an aircraft signal to the solenoid.
thrust modulation during approach. Since lower idle
speeds generally result in reduced engine thrust re- Variable Bleed Valves (VBV's) Most of today's com-
sponse, a thorough analysis of a specific engine's ap- mercial aircraft gas turbine engines are high by-pass ra-
proach idle go-around performance must be completed tio turbofan engines. The core (high pressure)
before a final value can be agreed upon with the aircraft compressor inlet is "supercharged" by the low pressure
manufacturer. (LP) compressor, which consists of the hub section of
the fan and a multi-stage booster. The LP compressor,
Most modern commercial control systems combine the which comprise 4 to 5 stages, contains no variable stator
scheduling of ground idle and descent idle requirements vanes. The resulting booster airflow versus speed char-
into one function. As mentioned previously, this function acteristic at low speed and part power is higher than the
is often mechanized by a separate cam with ambient tem- corresponding airflow capacity of the high pressure
perature and pressure inputs. Figure 11.29 shows a compressor at the same engine operating condition (see
block diagram of a typical idle speed governor system, Figure 11.30). This characteristic raises the booster op-
in this case the CFM56-3 hydromechanical system. The erating line since the high pressure compressor acts as a
modulated idle function is a 3-dimensional cam repre- flow restriction as viewed by the booster. At some condi-
sented by the box labelled "MOD IDLE MULT" in the tions the booster operating line may be raised to the
figure. Approach idle scheduling is often implemented point of stall which is obviously unacceptable.
40 40
DECEL TRANSIENT
35H WITH VBV 35H
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ELECTRICAL
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TEMP T4B
LIMIT 815°C °F
1643
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CORE SPEED
due to effects such as poor correlations, effects of com- Fan discharge total pressure (PT) minus fan discharge
ponent variations and low gains relative to A8. Even static pressure (Pg) divided by fan discharge static pres-
scheduling fan pressure ratio (P25/P2) did not provide sure (P s ). Which is equivalent to:
close control over fan operating line due to small pres-
sure ranges, which effected accuracy.
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To maintain linear thrust control as the pilot moves the • Core (WFRC) - This is additional fuel delivered di-
throttle WRF/PS3 can be scheduled linearly. But, as en- rectly behind the hot gas exit of the LP turbine.
gine inlet temperature changes so does air density which
effects net thrust. In order to compensate for T2 effects,
the WFR/PS3 schedule is biased as a function of T2. • Fan (WFRF) - Fuel mixed with fan discharge air, in
This is shown in Figure 11.42, a typical A/B fuel sched- the outer diameter of the augmenter.
180
160
T2 - 900°R
140
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As WFR/PS3 is being ramped up during a transient automatically and requires no pilot action. If the throttle
added fuel is burning and causing back pressure. The remains at the same position this logic wili re-light the
delta P/P control loop must continually open A8 to main- augmenter and accel back to the original setting, if the
tain operating line. Since delta P/P is closed loop initial blowout cause is no longer present.
through the engine it is too slow to maintain adequate
stall margin. To help this situation pre-open is "kept in" In the upper left hand corner of the flight envelope (high
until the A/B fuel metering valve rate falls below a cer- altitude - low rnach no.) the low fan discharge tempera-
tain level. An additional function, A8 anticipation is also ture and pressure are not suitable for stable A/B burning.
incorporated to modify the delta P/P demand signal to Attempting full fan burning in this region can result in
maintain transient fan stall margin. Figure 11.45 shows fan stalls. The control system can provide sensing and
the block diagram for this function. This function in- logic to automatically cut back fan flow. This is called
creases delta P/P demand (therefore error) as the me- rich stability cutback. On the F101 and Fl 10-100 and -
tering valve rate increases. The actual rate of the A/B 400, this is accomplished by sensing PS3. At a predeter-
metering valve is also controlled on accels and decels to mined PS3 level the fan spray bars are not fueled. On the
provide stable burning and reduce "screech" potential. Fl 10-129. fan flow is not cut off but modulated as a
This rate is normally a constant or controlled as a func- function of fan discharge total pressure (PT25). Figure
tion of PS3. Another very important function in the A/B 11.46 shows a flight envelope with lines at constant
control system is the automatic blowout detection and re- PT25 and the rich stability cutback region. This section
light logic. If the flame detector senses an augmenter should give the reader an appreciation for the complexity
blowout, the electronic control automatically begins sle- of the A/B control functions, all of which were not cov-
wing the metering valve to min A/B. Pre-open is initi- ered. Due to the effect A/B operation has on the fan op-
ated and augmenter ignition turned on when WFR/PS3 erating line, close control of this system is essential for
has reached a low, safe light offsetting. This is all done unrestricted throttle capability.
WFn/PS3 +/* K
S WFR
DEMAND W " 1 1 s —
S3C
''
KS (DIFFERENTIATOR)
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(SCHEDULE-DEMAND) _?
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AP/P
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LINES OF
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Figure 11.46 Flight Envelope with Rich Stability Cut Back Region Shown
OFF
8% 17%
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ELECTRICAL T12
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Hydromechanical Units (HMU's) The HMU is distin- As can be seen from the above discussion, while the
guished as being the fuel handling component of Full HMU does not include the major computation and
Authority Digital Electronic Control (FADEC) system. scheduling functions, it is still a major control compo-
In this system the major computation, logic, and sched- nent of considerable complexity.
uling is accomplished by the digital electronic control
unit (ECU). HMU's are currently used on the CFM56-5 Augmenter Fuel Control The augmenter fuel control
and CF6-80C2 and is planned for use on the GE36 (AFC) is an electro-hydromechanical component which
(UDF). Figure 11.55 shows a schematic of a typical receives fuel from the augmenter fuel pump and meters
B">it,'. vnivi
( 1 P* MOOULflilD SLBvO PRESSURE
•»•'•! n f . . . CJKK PS
PSF
HMU I N L E I P«E SSURE
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SMUTOFF VALVE
AUGMEMTEfl *UEL C O N T K O I
PLA
LOCAL
CORE
FAN
blow-out sequence can occur. Flow that is too rich could that moves a jet pipe servo. The servo pressures actuate
cause augmenter screech. a piston connected to the metering valve by a rack and
pinion gear. The force-balance servo loop is completed
The metering valve is positioned by an electro-hydraulic as spring force, which is generated by the motion of the
servo valve. The servo valve (see Figure 11.56) is a piston, is balanced by the force generated in the PS3 bel-
diverter type that is actuated by a torque motor in re- lows by changes in PS3 pressure.
sponse to an electrical signal from the electronic control.
When the throttle is advanced into the augmenter range, The linear variable differential transformer (LVDT)
the diverter valve ports servo fuel to the left (open) side feeds back to the electronic control an electrical signal
of the metering valve piston to overcome the force of a proportional to the valve position (WFR/PS3). This en-
spring, and move the metering valve to the right to in- ables closed loop scheduling of metering valve position.
crease the axial dimension of the metering valve core The AFC also houses an augmenter on/off solenoid. An
and fan window areas. A throttle decrease in the electrical signal from the electronic control energizes the
augmenter range signals the torque motor to position the solenoid, sending a fuel pressure signal to the augmenter
valve to port servo fuel to the spring side of the metering fuel pump. This signal opens the pump inlet valve and
valve so that servo fuel pressure plus spring force causes initiates augmenter fuel flow.
the metering valve to move to the left, decreasing the ax-
ial dimension of the core and fan window area. This A manifold circulation valve distributes fuel to the local,
valve can deliver a total fuel flow of 78,000 pph. core, and fan manifolds during non-augmented operation
to keep them full and thus prevent thrust lags and surges
The PS3 pressure transducer is a pneumatic- when augmentation is begun. Fuel is circulated from the
hydromechanical device that rotates the metering valve valve to the bottom of the manifold, and returned to the
in response to changes in PS3, increasing the chordal di- valve from the top of the manifolds. It is then returned to
mension of the metering valve local, core and fan win- the aircraft boost pump discharge. The fuel pressure is
dow areas. It consists of a PS3 sensing bellows and an low enough so that it does not "crack" the spray bar dis-
evacuated bellows attached to opposite sides of a lever tribution valve, preventing flow into the augmenter.
• Hydraulic pumps {typically high pressure output pis- The engine boost fuel pump receives fuel from the air-
ton pumps) frame system at airframe boost pressure. It also provides
AUGMENTER FLOW
MAIN FLOW
OUTLET PORT
OUTLET PORT
FILTER MAIN
PUMP
BEARING ELEMENT
LUBE
FLOW MEC
VALVE
STRAINER
BOOST PRESSURE
INLET IMPELLER
HYDRAULIC
BOOST INLET FLOW PISTON PUMP
ELEMENT REGULATOR
HYDRAULIC PUMP
f SERVO SUPPLY PUMP
MAKE UP FLOW SELECTOR VALVE
RETURN -HEAD PORT
RELIEF VALVE
P8H
DETORQUING
VALVE
SUPPLY -».--
OIL
TOAB
DESTROKE. ACTUATORS
COMPENSATOR
SERVO VALVE
(TORQUE MOTOR)
ELECTRONIC
CONTROL SIGNAL
YOKE: FIXED
BUT TILTED
PISTON
SHOE
DISCHARGE PORT (FIXED)
WORM GEAR
ACME SCREW
CYLINDER
ACME NUT
PISTON ROD
PRIMARY SEAL
ROD BUSHING
SECONDARY SEAL
The hydraulic pump supplies high pressure oil to cither the schedule against the VBV feedback position. If any
the rod- or head-ends of the nozzle actuators at the direc- error is sensed, a pilot valve will port fuel pump dis-
tion of the electronic control which schedules the varia- charge pressure to the side of the pistons that will bring
ble geometry of the exhaust nozzle. As high pressure oil the VBV feedback cable into agreement with the sched-
is ported to either end of the cylinders, a pressure dif- ule. The VBV's are closed at high power and the actua-
ferential across the pistons causes the actuators to extend tors are retracted. An external view and cross-section
or retract. The pistons of the synchronized actuators are shown in Figure 11.63. Some of the features of the
move axiaily in the cylinders Rotating the acme screw VBV actuators are:
center shafts, which in turn rotates the wheel gear and
worm screw. The flexible shafts, which connect the Dimensions 8 1/4" long x 2 1/4 "dia.
worm screws, mechanically synchronize the system for Weight 3 pounds each
even, proportional actuation. Housing 2618 aluminum with steel
rod and piston.
t h e variable bleed valve (VBV) actuators used on the
CF6-80 engine are an example of a simple fuel powered Two fuel ports are cast on the head end. Ports are
actuator. Two actuators are used to provide the muscle to threaded for adapters and the outer boss is threaded for a
position and hold the bleed valves at the scheduled posi- shrouded coupling. The head end boss has a drain port
tion. An adjustable clevis at the end of each actuator is emptying into the shroud to drain the shaft double seal
bolted to a bellcrank which moves a 360 degree unison cavity. The assembly is able to operate with fuel pres-
ring and positions the (12) individual bleed doors. This sures over 1455 psia. The piston area is 2.45 square
is similar to the IGV actuation system. inches.
Positioning logic is provided by the main engine control On CF6 engine the thrust reverser is operated by an air
(MEC). The main engine control senses VSV feedback driven actuator one on each reverser half. These actua-
cable position to schedule VBV's. The MEC compares tors are called center drive units (CDU) because they
CLOSED
STOP
,RO0 END
/PORT
ADJUSTABLE CLEVIS'
HEAD END
LOCKNUT PORT
• EAL DRAIN
(TO HEAD END PORT)
include the air motor, a directional control valve (for ex- while engaged will only allow rotation of the air motor
tension and retraction), and a mechanical feedback unit. in the direction of stow. The brake must be disengaged
The CDU also drives flex shafts which extends and re- by the DCV. A position indicating switch is also in-
tracts two other end actuators required for each reverser cluded to signal deploy and stov/, these signals are used
half. Figure 11.64 shows a cutaway of a CDU (actua- in controlling thrust reverser operation.
tor). This is a complex unit which also falls into the mo-
tor and valve category. The actual extension and Valves Valves are used primarily in the control system to
retraction of the CDU and its end actuators is accom- direct airflow for other downstream usage. Air valves
plished by a ballscrew mechanism. are used extensively in the CFM56 and CF6-80A and -
80C turbine clearance control, compartment cooling and
Each ballscrew actuator is spline coupled to it's gearbox, active clearance control systems. In an attempt to im-
clamped by a captive threaded nul and is locked by a prove component efficiencies and reduce SFC as much
splined limit stop collar, The ballscrew is rotated by the as possible, new commercial engines have more compli-
gearbox which translates the ballnut. The ballnut is re- cated clearance control systems. These engines may
strained by the torque tube housing, with the rod end have LP and HP turbine clearance control, bore cooling
bearing and torsion arm engaging a translating cowl and compressor clearance control. Operating tip clear-
clevis pocket. The deployed length is determined by a ances in the core engine are of primary importance.
stop collar pinned to the ballscrew aft end; the deploy They not only determine steady-state efficiencies, as
limit is reached when the ballnut strikes the stop collar. measured by specific fuel consumption, but have the
The rod end bearing adjusts the actuator stowed length. most significant effect on transient engine performance
as measured by peak gas temperatures and compressor
Engine bleed air is used to drive the air motor which stall margin. In a balanced design, they also reduce dete-
translates the ballscrew actuators via angle gearboxes. rioration by compensating for rapid throttle movements
The directional control valve (DCV) position (controlled without sacrificing steady-state performance. It's in
from the cockpit) will port air to extend or retract the ac- these systems that air valves are used to direct the air-
tuators. The CDU includes a unidirectional brake which flow as signalled by a controlling source.
REVERSING
FEEDBACK-
ACTUATOR
DRIVE SHAFT
POSITION INDICATOR
SWITCH CONNECTOR
TRANSCOWL
ROD END
BEARING
—AFT SUPPORT J
1
— STOP ROD
BALL NUT
STROKE LIMIT
MOTOR DRIVE
AIR INLET BRAKE/CLUTCH
DIRECTIONAL DETAIL
VALVE MANUAL
BRAKE
DIRECTIONAL
RELEASE
CONTROL
AIR INLET
Figure 11.64 CF6-S0C T/R Center Drive Unit with Bailscrew Actuator
CORE SPEED N2
Ml -LOW
PRESSURE
PCR -IKTEWCD1ATE
PRESSURE
PC - H I G H
PRESSURE
STAGE 9
AIR INLET
CSMALL OPENING)
AIR DISCHARGE
TO HPT SHROUD
MANIFOLD
-TC SIGNAL
requires more cooling and the turbine cases require no types and usages for these sensors. Some are used to
cooling. At high altitude the core compartment requires provide the feedback signal in the control loop, others
less and the turbine cases require cooling air to close are inputs to schedule calculations or provide signals for
clearances. Increased clearance control airflow causes limiting controlled variables, while others may provide
the cases to cool and shrink. This shrinkage closes blade signals for cockpit or monitoring systems. If all of the
tip to shroud clearances producing improved efficiency. different sensors were given, the list would be quite
long. Instead a list of the different categories and types
The MEC has internal Pambieqi a n d N2 sensors. These will be given, with some examples. Commonly used
sensors individually control pilot valves arranged in se- sensors include:
ries. Under the proper set of conditions, above 20,000 ft
altitude and between 82% and 98% N2 speeds, a Tc fuel — Speed Sensors
servo signal of high pressure will be sent to the active Hydromechanical Flyweights (Used in MEC's and
clearance control signal (ACC) valve. The ACC valve HMU's)
will then port I Ith stage compressor bleed air as muscle Electrical Tooth Counters (Fan Speed)
to reverse all three valve positions. When the MEC sig- Alternators (Primary Function is to Provide Elec-
nals of Pambient a n d N2 speed are out of the specified trical Power)
range, the MEC will dump the servo fuel pressure signal — Temperature Sensors
which terminates the I lth stage muscle to the air control Hydromechanical (Gas Filled Bulb) (Compressor
valves. The valves will revert to their normal spring Inlet Temp.)
loaded position. Electrical Resistance Temperature Detector (RTD)
(Inlet Temp.)
Sensors Sensors measure the parameters which have Optical Pyrometers (Turbine Blade Temp.)
been selected to schedule the control mode variables. Thermocouples (Exhaust Gas Temp.)
They also provide direct or indirect measurement of the — Position Sensors
controlled variables to provide feedback (loop closure) Electrical Rotary Variable Differential Transform-
for the control system. A variety of sensors are used in ers (RVDT) (Fuel Metering Valve)
most of the control subsystems. There is a wide range of
SENSING ?• -\
BELLOWS
c
s?
^< *
P6
TOMEC
MOUNTING
FLANGE
T4B PYROMETER
be taken as a record of blade performance during endur- Output Impedance 50 ohms dc maximum
ance runs. Some ofthe design features of this device are: Coolant Temperature - 6 0 to 220 °F normal
242 °F max. transient
Temperature Sensing Coolant Flow 447-916 pph
Range 1200-2000 °F Purge Air Max
Excitation Voltage ± 1 5 . 0 , ±0.05 vdc to Temperature 800 °F
common Purge Air Pressure Ratio 0.6to8.0psid
Ripple 10.0 mv peak-to-peak Response 8 microseconds from radi-
max. ation input to voltage out-
Power required 1.0 va maximum put
100
HYDROMECHANICAL
DIGITAL
5-
4-
PW 2037
FUNCTIONAL
COMPLEXITY • / • CF6-80C
F110OEC •,
2-1
RB211 F100
1 CF6-A
JT9D
SYSTEM J- FADEC
-ffiH" -f&J+
M - MECHANICAL BASIC CONTROL FAULT TOLERANT ADVANCED
E • ELECTRONIC & SUPERVISORY & BACK-UP FADEC INTEGRATED
Transistorized electronic controls were developed for integrated circuits and bit-slice processors (the ancestors
the T58 and later versions of the J79. The use of transis- of microprocessors) made possible the creation of a
tor electronics allowed a size reduction and the opportu- computer of practical size (mainframe computers existed
nity to increase the functionality of the control. The next but were hard to fit on the engine!), with practical power
significant electronic technology advancement was the requirements (watts instead of hundreds of watts), and
invention of the integrated circuit (IC) in the late 1960's. memory devices appropriate for use in a hostile environ-
The integrated circuit combined multiple transistors and ment (solid state memory). With a practical computer
resistance elements on one silicon chip. This develop- now available, digital implementations of electronic
ment brought about the existence and use of operational controls became viable.
amplifiers and simple logic functions in electronic con-
trols. All of the electronic control implementation ap- A digital control is a computer-based electronic control.
proaches mentioned so far fall within the class of The computer in the digital electronic controls of today
continuous-time implementations typically called "ana- is a microprocessor. In a digital control the functionality
log" controls. of the control is determined mainly by the software
rather than by the specific circuit design and intercon-
In analog controls all signals can change continuously nection as in an analog control. Digital controls provide
with time- Typically each control system parameter lower recurring costs and essentially total flexibility in
would be represented by a voltage where the level of the implementing any control strategy which may be de-
voltage would correspond to the present value of the pa- sired. This available flexibility has allowed control sys-
rameter. A typical analog electronic control scaling tem designers to successfully incorporate many minor
might have 0.000 VDC represent 0% fan speed and engine control improvements (with minimal recurring
10.000 VDC represent 130% fan speed. These two data cost impact) which previously would have been judged
points would define the linear relationship between ac- too costly for the benefit gained. Figure 11.72 shows
tual fan speed and the voltage in the analog control re- current electronic control production and development
presenting fan speed. The advent of large scale schedules.
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ENVIRONMENTAL DESIGN FACTORS chassis. The electronic control is designed to efficiently
transmit the heat from each electronic piece part to the
Electronic controls are located on-engine because some chassis heat sink. The chassis heat sink may be cooled by
sensors provide a low level output which cannot success- free convection, forced air, or forced fuel. Forced air is
fully be sensed by an aircraft mounted control located the preferred choice if some type of active cooling is re-
many feet away. Therefore, some sensor signal condi- quired. To date only military controls have utilized fuel
tioning electronics must be located on the engine. If the for cooling. Fuel "cooling" uses the fuel flowing from
signal conditioning electronics must be made to survive the tank as a heat sink to absorb heat from the electronic
when located on the engine, then any other electronics control. This is accomplished by routing a portion of the
required can successfully be engine-mounted by using low pressure bypass fuel flow through the electronic
the same techniques. This permits the consolidation of control chassis. The fuel maintains the electronic control
all electronics into one chassis located on the engine and heat sink at a temperature low enough to assure that the
interconnected to the various control system components electronic piece part temperatures remain adequately be-
with short cable runs. This eliminates the need for utili- low 250 °F.
zation of airframe equipment to interconnect the elec-
tronic control to the engine if it were off-engine Vibration Another major environmental design factor
mounted. The on-engine approach minimizes the length for the electronic control is the vibration environment.
and weight of sensor/actuator to electronic control ca- An extreme analogy to mounting an electronic control
bling and helps make the control system an integral part on a jet engine would be mounting a personal computer
of the engine preserving the traditional well-defined on the paint mixing equipment at your local hardware
engine-to-aircraft interface. store. Obviously many additional design precautions
must be taken to assure that the electronic packaging ap-
Temperature The on-engine mounting location brings proach can survive the jet engine vibration environment.
with it many difficult environmental problems for the As with other engine components mechanical resonances
electronic control. The electronic control packaging de- must be avoided to prevent damage to the component.
signer has a much more difficult task than for example
the packaging designer for your personal computer. The One resonance aspect always considered when designing
PC typically resides in a rather benign environment in electronic controls is the possible "oil can" effect which
comparison to mounting an electronic device on a jet en- a circuit board may experience if the electronic packag-
gine. Temperature is one of the environmental factors ing approach fails to adequately lower resonance fre-
which greatly influences the packaging design of the quencies of the circuit boards adequately. This occurs
electronic control. The standard temperature range for when the natural resonant frequency of the circuit board
mil-temp electronic piece parts is - 6 5 ° F to + 2 5 0 T as mounted in the electronic control is within the en-
case temperature. Thus the packaging designer must gine's normal vibration range. In this situation it is pos-
take into account the ambient temperatures expected at sible for the board to experience long periods of
the electronic control mounting location and the temper- excitation at a frequency which causes the center portion
ature rise expected due to piece part power dissipation of the board to undergo a significant physical displace-
within the electronic control. ment. If this displacement is large enough and occurs for
a long enough period of time, circuit board damage will
To lower the ambient temperature environment, elec- occur creating a fault. The electronic control is typically
tronic controls are typically located as far forward on the mounted to the engine brackets using vibration isolators.
engine as possible. On high bypass turbofans this usually The vibration isolators have a low pass filter response to
results in a mounting location on the fan frame. This vibration frequencies. The vibration isolation mounts
tends to be a cooler location because it is physically fur- help protect the electronic control from the high " G "
ther away from the hot sections of the engine. The fan forces due to the fan blade passing pulses. The combina-
frame mounting location usually provides a reasonable tion of proper packaging design within the electronic
amount of volume in which to mount the control. On en- control combined with vibration isolation mounting pro-
gines without a large fan frame it is more difficult to find tects the electronic control from the hostile engine vibra-
a "cool" (relatively speaking)location with adequate tion environment.
volume available. If the ambient temperature environ-
ment and the internal control dissipation result in piece Lightning Electronic controls must have an adequate
part temperatures which exceed +250°F then some type level of immunity to disturbances caused by lightning
of cooling is required. This can be as simple as free air strikes to the aircraft and engine. This immunity is
convection around a finned chassis or as complex as achieved through (!) appropriate cable and electronic
forced air or forced fuel through a specially designed control chassis shielding, (2) bonding of all electrical/
electronic components to the engine ground plane which proach is acceptable depends on the system requirements
is bonded to the aircraft structure, and (3) appropriate versus the capability of the hydromechanical control. As
circuit design techniques within the electronic control. engine control strategy becomes more complex with
Special testing is required to assure proper immunity to each new program it is more difficult for a hydrome-
lightning strike disturbances. chanical backup control system to provide full opera-
tional capability. Electronic controls tend to be
Electromagnetic Interference The electronic control susceptible to nuclear radiation because of transient up-
and the entire engine electrical system must have an ap- set and permanent degradation which occurs to the elec-
propriate immunity to electromagnetic interference tronic parts. Electronic controls can be hardened to both
(EMI) from sources external to the system. The spec- of these effects at levels which are much higher than hu-
trum of potential effects from EMI spans the range from man beings can withstand for a few minutes. Although it
causing the electronic control to improperly sense input is possible to harden electronic controls, development
parameters resulting in improper control of the engine to and recurring costs are considerably higher.
total disruption of the.operation of a full authority digital
control resulting in an engine shutdown. The engine In addition to temperature, vibration, and EMI there are
electrical/electronic system must also limit the amount a variety of other environmental factors that must be
of EMI which it generates to avoid causing malfunctions considered during the design of the electronic control.
in other aircraft equipment. Some of these include: mechanical shock due to bladeout
conditions, humidity, fungus, fluid susceptibility, over-
EMI requirements fall into four general categories: lim- pressure immunity, fire immunity, and explosion immu-
iting susceptibility to both conducted and radiated inter- nity. Special testing is generally required to assure that
ference from sources external to the engine all environmental requirements are met.
electrical/electronic system and limiting to acceptable
levels the conducted and radiated emissions from the en-
gine electrical/electronic system to the external world. DIGITAL CONTROLS
Typical EMI sources which the engine electrical/
electronic system must be immune to are radio transmit- Definition A digital control is a computer-based elec-
ters in use on the aircraft, radio transmitters which the tronic control whose functionality is predominately de-
aircraft might typically be near during normal operation, termined by the specific software program being
radar transmitters within and external to the aircraft, executed by the computer. The main drivers for digital
transmissions from navigational beacons, and transmis- controls are (a) the ability to self-test, (b) the ability to
sions from airport landing guidance systems. Typical time share the computational hardware between all func-
sources of EMI within the electronic control are the dig- tions, (c) the ease with which redundancy can be incor-
ital circuitry and switching power supplies. The needed porated, and (d) the ability of a digital system to
EMI protection is achieved in a manner similar to the reconfigure itself. A digital control is not just a computer
means for protecting against lightning disturbances; ap- but also contains analog electronics in order to interface
propriate shielding of the cables, and control, bonding of with sensors and actuators which are typically analog in
all electrical/electronic components to the engine struc- nature, as is the engine we are trying to control. The pur-
ture (which is bonded to the aircraft structure), and ap- pose of the analog electronic circuitry is to signal condi-
propriate circuit design approaches.Special testing is tion sensor inputs appropriately so they can be converted
required to assure that these requirements are met. into digital values (digitized) which can be processed by
a computer, and to change digital output values back to
Nuclear Radiation Military control systems using elec- analog signals which can then be appropriately "signal
tronic controls often require some degree of immunity to conditioned" to interface with analog actuation systems.
nuclear radiation environments (nuclear hardening). Digital controls easily handle the standard engine/
This is most easily accomplished by designing the con- airframe communications which is typically accom-
trol system with a backup mode of operation which is to- plished via a serial digital communications bus which
tally hydromechanical. This allows the designer to allows transfer of information between the airframe
ignore the nuclear hardening requirement with respect to computers and the engine (digital electronic control).
the electronic control. The electronic control functions See Tables 11.6 and 11.7 and Figure 11.73 for some
as the primary mode of operation. If the exposure to nu- general information concerning the dual redundant
clear radiation renders the electronic control inoperable, CFM56-5A electronic control. See Table 11.8 and Fig-
then the hydromechanical backup system would ta- ure 11.74, 11.75 and 11.76 for some general informa-
keover. Hydromechanical control systems are very im- tion concerning the single channel F110-GE-129
mune to nuclear radiation. Whether this design ap- electronic control.
CFM56-5A ECU
• Size 20.73" x 13.25" x 6.4"
• Volume 1758 IN3
• Typical Power Dissipation 141.6 Watts
• Power Density 0.08 Watts/ln3
• # I/O Connectors 15
• # Pins/Spare 450/62
* Electrical Circuit Board Area 670 In2
• # Components 2840
• Weight 52 lbs
Figure 11.73 CFM56-5A ECU Input/Output Dual Redundant System - Single Channel Shown
F110-GE-129ECU
DIGITAL
ENGINE
CONTROL
COMMUNICATIONS
HARDWARE
CI553 A RS232)
CNVM) APPLICATION!
SOFTWARE PROGRAM CONTROL
CAS) CPCX)
NIL-8TD-1WJ
AIRFRAME AS SYNCHRO EXC "^
(•US TO CNBC) CDIRECT)
9IC
Ml PEN PLA M
KUCHM W
(OIK"-) (DISC*. 1 CAMALM) trma.i
r T T T T T T T T ^
•« •
IM MS
t H Hit I
TH RVDTRVDT JgJATIKB
M
NUN AUC ALT
i * niiii±ll£\
A/C TH LVDT m LVDT (DC SIS
PW PW PLA*
ALTERNATOR SELECT I0H KTfERB
,a£MI0
MEC IGNITION
UOC TMWATWE TM
AUOKEKTOR
WITCH FUEL
CONTROL LVDT
LUK m i K K AUSMEKTON
WITCH
ENG!NE PUMP SOLENOID
n
TOP •0TT0N T/C
o
WITCH SOLDO 10 MF> ) « RTD EXC SIC LVDT
rTTTTTl
CPU
System bus interlace
lor pressure sensors Inpui/oulput controller
Airframe 1553B interface
P3B sensor Engine monitoring system
l553Binferface
PS 14 sensor
Analog Inputs Interface
PT25 sensor
PS3 sensor Discrete/analog Inputs
inlerface
Analog/discrele outputs
Manifolds for pressure interface
connections
Power supply
chassis
Comparison to Analog Analog electronic controls dif- to typically only require a software change (and not a
fer from digital electronic controls in several important hardware change). The software change would have
ways. Analog controls are continuous-time implementa- minimal recurring cost and size impact to the control.
tions. This means that the calculation process occurs This assumes that the change does not require a new in-
continuously in time just as in an analog computer. In a put or output signal to the electronic control. This is not
continuous time implementation there is a circuit asso- to say that control system requirement changes such as
ciated with every functional aspect of the analog control. these have no effect on digital controls. They certainly
Thus if the control system designer suddenly decides he do have an effect and the effect is to increase develop-
needs to schedule fuel flow as a function of inlet temper- ment cost and cause a slip in the software development
ature (and previously this was not a requirement), then a schedule. To summarize, if a variable is already an input
new circuit must be added to the analog control with ma- or output of the digital control, using this input in addi-
jor ramifications on the recurring cost and size of the an- tional functions or calculating an output differently re-
alog control (not to mention the development schedule). sults in a software change only. Since software resides in
memory integrated circuits which are very dense (ability
Digital controls on the other hand are discrete-time im- to store a lot of bits in a physically small integrated cir-
plementations; the computer processes information is cuit), the required software change typically has a negli-
processed in discrete increments in time. Most of the gible impact on the digital control recurring cost and
functionality of the digital control is determined by the size. See Figures 11.77, 11.78 and 11.79 which illus-
software instructions for the computer. The computer trate the differences between an analog implementation
hardware is time-shared among all functions which are and a digital implementation of a simple control loop.
to be implemented. This feature enables a digital control See Figure 11.80 which shows a block diagram of a ge-
which experiences a control system requirement change neric digital electronic control.
PO
FEEDBACK
SIGNAL
VSV
POSITI ON
TLA
TLA' SIGNAL
(CONDITIONING SPEED ERROR IMPLEMENT TORQUE
DEMAND CALCULATI ON DYNAMICS MOTOR
T12 CALCULATION USING USING
SIGNAL DRIVER
TI2-
CONDITIONING USING ANALOG
ELECTRONICS ANALOG
ELECTRONICS
PO ANALOG
PO SIGNAL ELECTRONICS
(COND! T I ON ING
VSV
VSV , SIGNAL
POSITIONING CONDITIONING
CONTROLS ENGINEERING
d
o
2:
H
O
r*
m
2:
o
z
m
m
5
o
TLA
TLA SIGNAL
CONDITIONING ANALOG
DIGITAL TORQUE
DIGITAL
T12 TO N BITS TO MOTOR
T12 SIGNAL /— COMPUTER
CONDITIONING ANALOG DRIVER
DIGITAL
CONVERTER
PO
PO SIGNAL CONVERTER
CONDITI ON ING
v
.
VSV PROGRAM
VSV - SI GNAL
POSITI ON CONDITI ON ING MEMORY
(SOFTWARE)
n
ANALOG ANAL66
ANALOG TO OUTPUT ANALOG
ANALOG
-h- INPUT
SIGNAL
T R A N S D U C E R S ! - ^ : 1 * © I T I O N I NG
TO
DIGITAL
CONVERTER
ANALOG
:ONVERTERCS)
SIGNAL
tONDITIONING ACTUATORCS3
-o-
PROGRAM
MEMORY
-J
REDUNDANT ELECTRICAL
SENSORS. F/B I RACC
ENG1NE PRESSURE SIGNALS , LPTCC
"AND POWER SUPPLY ( til HPTCC
CHAN A
¥/ BSV
HMU
CHAN B V—vsv
\ VBV
FRV
MEC HYD
M/V PUMP
FULL
AUTHOR f TY
THROTTLE
DEC
Input Range Checks Monitor all sensor and data bus inputs and flag if out-of-range
is detected.
Activity Checks Monitor signal conditioning circuitry and data bus inputs; flag if
interface stops providing new input samples at proper update
rate.
Power Supply Checks Monitor power supply output voltage levels and flag if out-of-
range detected.
Microprocessor Check Execute a sample problem with the processor and flag if im-
proper answer is obtained. Absence of stuck or open data and
address bus fines is covered by this test.
Memory Check Checksum program memory and pattern chek RAM and flag if
error detected.
Update Check Check time since beginning of minor frame to detect if all tasks
completed in time; flag if overrun is detected.
Torque Motor Driver Check Compare actual torque motor current with the software com-
mand value and flag if they disagree.
Solenoid Check Compare actual solenoid current with the state commanded by
software.
CONTROLS ENGINEERING
more throughput than the PC. Now, since the example less than 100%. This assures proper operation of the
uses an analysis type of program (non-reaJtime) the only control. But sometimes the "final" design needs to be
difference you the user experience with the various com- changed; if new functions are needed it is very advanta-
puters is how long you have to wait for the answer. With geous to have enough spare throughput utilization mar-
the PC you had to wait a long time while with the CRAY gin to add some appropriate percentage of additional
you received your results almost instantaneously. In both functions. Thus it is desirable for a control to have a
cases you received a valid answer to your problem but throughput utilization of 60-80% when initially intro-
depending on the throughput of the computer you used, duced into production. This assures that as required
you received your answer more quickly or less quickly. changes arise or improvements are desired, there is ade-
The above process is used to establish a throughput ben- quate throughput capability to handle additional tasks.
chmark for several different computers. A standardized
mix of instructions must be used to obtain valid compari- Resolution Digital controls are computer-based and thus
sons between different computers. The benchmark pro- one aspect of the design of the system involves determin-
vides a comparison of throughput capabilities of several ing the required bit length of words to be used. The bit
different computers which provides the electronic con- length of the words in the computer directly relates to
trol designer with information to allow proper selection how precisely a given parameter can be represented by a
of a specific computer for a given task (in our case, con- digital code in the system. In an analog system resolu-
trolling the jet engine). Throughput capability is deter- tion is essentially infinite in that there is a voltage level
mined by the specific computer design. Several factors which corresponds to any parameter value.In a digital
which influence throughput capability are clock fre- system there are a finite number of parameter values
quency, processor architecture, and semiconductor tech- which can be represented; if N is equal to the bit length
nology used to implement the processor. of the digital word used by the system, then each param-
eter range can be expressed by 2**N different codes.
Why is throughput so important for a digital control?
The digital control is part of a realtime control system. Suppose one of the electronic control inputs is inlet tem-
Realtime control systems require proper functioning of perature. The engine designers specify the inlet tempera-
all components of the system or else the control system ture range to be - 6 0 ° C to + 80°C. To allow the
malfunctions. Only if the algorithms being implemented electronic control to identify an out-of-range condition it
by the digital control system are executed at the required is necessary for the electronic control to scale the soft-
specific update rates will the system behave as designed. ware variable to represent a band of temperatures lower
If the required specific update rate is not met, the control than the lowest expected and higher than the highest ex-
system malfunctions. This result is in stark contrast to pected; adding I0°C out-of-range bands at the high and
non-realtime systems which just take longer to get the low ends gives us a range of - 7 0 ° C to +90°C to be
proper answer. scaled in the electronic control software. If an 8-bit mi-
croprocessor is used, we have 256 unique digital codes
When a realtime control system is involved in some crit- available (0 to 255) to represent any inlet temperature
ical application, it is very important that the computer between -70°C and +90 °C. The change in inlet tem-
have adequate throughput to maintain the proper update perature represented by the difference between one dig-
rates for the various algorithms. When the realtime con- ital code and the adjacent digital code is called the
trol system is controlling a jet engine which is part of a parameter resolution and is calculated by taking the total
commercial aircraft carrying many people or to a mili- range of the parameter and dividing by the number of
tary aircraft protecting our freedom, it is vitally impor- digital codes available:
tant that adequate throughput is available to assure
proper control of the engine. Throughput utilization for 9 0
;';70) = 0.625 C - / c „ „
a given digital computer is typically expressed in percent
where 100% utilization would indicate that the current
set of tasks given to the computer (or jet engine control Now the system designer must decide whether a resolu-
in our case) has used up all of the controls ability to exe- tion of 0.625 C "/count is adequate for proper system op-
cute tasks. 50% throughput utilization would indicate eration. If this resolution is inadequate .then a system
that the current set of tasks being executed by the control with longer bit-length words must be used. Each addi-
requires only half of the controls capability of executing tional bit will increase the resolution by a factor of two.
tasks. If no changes are ever to be made to a control sys- The representation of parameters in software using two's
tem once it is in service, then it is adequate if the complement arithmetic reduces the resolution achievable
throughput utilization of the "final" design is at least with a given word length by a factor of two. Typically
TIME
SAMPLED
SIGNAL
TIME
ANALOG «•-
APPROX
OF
SAMPLED
SIGNAL
V5V
POSITION
Y
J
Y
O DEMAND CALCULATION UPDATE RATE
CAN BE "SLOW" 0, SERVO LOOP UPDATE RATE
NEEDS TO BE " F A S T "
0 "SLOW" = 40-240 MILLISECONDS
0 "FAST" = 1 0 - 3 0 MILLISECONDS
"disasters" occurred where the actual cost of software terfaces to the various signal conditioning circuitry and
development exceeded the planned cost by factors of 2 to usually contains the software executive which properly
5 and the projected completion date was missed by schedules and sequences the various software subrou-
years. These occurrences highlighted the need for im- tines. Input signal management/selection is the portion
proved management of software development. The pen- of the software which determines from multiple input
dulum has been swinging toward a more rigorous sources the one value to be used-in control law calcula-
approach ever since. Military software development is tions. Multiple input values are available when sensors
currently governed by DOD-STD-2I67A Defense Sys- are redundant and/or when the aircraft functions as an
tem Software Development. Commercial software de- additional source for some parameters. Control law cal-
velopment for avionics is currently governed by culations implement the required control law algorithms.
RTCA/DO-178A Software Considerations in Airborne This consists of two basic parts; (1) calculation of the
Systems and Equipment Certification. Software devel- control loop demand (reference) value, and (2) loop
opment techniques are sure to undergo changes in the closing dynamics (sensing the feedback signal, comput-
near future as software engineering wrestles with which ing loop error, and calculating the new control loop out-
management approach results in the best product at the put value). Output signal management handles
most reasonable cost. Software development tools such redundancy management routines and appropriately con-
as CASE (Computer Aided Software Engineering) are trols the condition of all outputs in response to faults dis-
appearing and should help streamline the process while covered by the built-in-test. Built-in-test is the software
at the same time enforcing the desired software manage- portion dedicated to exercising the electronic control
ment approach. Software management and development system to discover any faults which may be present.
techniques for critical applications such as jet engine Maintenance logic is the portion of the software which
controls are sure to reside on the more rigorous side of analyzes the fault data built-in-test generates and decides
the software spectrum. which LRU has most likely failed. Maintenance logic
also communicates wiuh the aircraft maintenance com-
Functional Allocation Software for realtime engine puter to provide fault status information regarding the
controls consists of the following typical list of tasks: engine control system. Table 11.11 shows memory us-
operating system, input signal management/selection, age and throughput usage for the CFM56-5A electronic
control law calculations, output signal management, control. Table 11.12 shows how memory usage has in-
built-in-test, and maintenance logic. The operating sys- creased on each new electronic control. Table 11.13 de-
tem consists of the hardware-related software which in- scribes trends in program memory technology.
% Of Program
Memory %Of
Function Capacity Throughput
Operating System 8.7% 12%
Input Signal Management/Selection 18.6% 23%
Servo Loop Calculations 28.1% 19%
Output Signal Management 9.8% 16%
Built-in-Test 2.6% 1%
Maintenance Logic/Fault Management 31.9% 5%
99.7% 75%
2260/18
Non-
Volatile
Revenue Program RAM
Service Bits/ Relative Memory RAM Memory
Date Control Processor Word Thruput Capacity Capacity Capacity
2260/23 .- "
2260/12
FLIGHT
CYCLE
LCF
MATERIALS DATA
MINIMUH
:ALCULATED LIFE
FACTOR* FLEET
LEADER ENGINE
COMPONENT
TEST
FIELD
EXPERIENCE
MANUAL
LIMIT
The analysis also takes heat transfer coefficients and specific flight condition of interest. Stresses may be
boundary conditions from instrumented engines (Figure taken directly from this model or single locations may be
12.3) as input. From this input a computer model can be modeled separately using 2 dimensional finite elements.
generated which will predict metal temperatures under This model can then be used for further detailed studies.
any flight conditions. The model can be checked out by Figure 12.6 shows details of the large rotor model with
running a factory instrumented engine for a condition a single flange modelled separately.
which has been analyzed and comparing the predicted
temperatures with the actual measured temperatures. For complex areas such as bolted joints or disk rims 3
Figure 12.4 shows a typical comparison. Dimensional finite element models may be constructed.
These models would use boundary conditions from the
Having established and verified a predictive heat trans- large 2 dimensional rotor model as input. Figure 12.7
fer model the output from this can then be used in the shows a fully interactive 3 dimensional stress model of a
stress analysis. bolted joint.
Stress Analysis The first step in the stress analysis of ro- Again specific locations within these models can be
tating components is to construct a 2 dimensional axisy- modelled separately in order to refine the analysis at a
mmetric model of die rotor. This model will contain specific location and hence obtain more accurate
shells in areas of simple geometry and can include finite stresses. Typically the small refined models use output
elements in areas of concentrated stresses. A typical ro- from the larger 3 dimensional analysis to provide bound-
tor model is shown in Figure 12.5. ary conditions. Figure 12.8 shows a detailed model of
the forward shaft flange shown in Figure 12.7.
This rotor model then uses metal temperatures input
from the heat transfer analysis for specific flight condi- En order to verify the analytical results photoelastic test-
tions and speeds and pressures from the performance ing is sometimes conducted. This uses 'plastic' models
deck also blade and bearing loads are input into the which have the property of allowing the stresses in the
model. From this rotor stresses can be calculated for the parts to be 'frozen' in. This testing can take the form of
0 20 40 60 80 100 20
TIME CSEC)
CDP SEAL
MAXIMUM
STRESS
LOCATION
Once an aircraft/engine is in service, actual flight data is Figure 12.13 shows a plot of temperature throughout the
collected by representatives flying in the cockpit on nor- mission for two locations on a part with corresponding
mal revenue flights. This flight data is taken from sev- individual time point runs from the THTD program.
eral operators and an average mission is generated. The Figure 12.14 shows a plot of stress through the mission
data collected in this manner is useful for two reasons, showing the time point at which the maximum and mini-
one, it verifies *he predicted performance of the engine mum stresses occur. These are the points at which the
and secondly it takes account of such things as derated detailed analysis would be run in order to determine the
take-off or climb and the amount of time the engines are stress range the part is subjected to during a flight.
idling prior to take off {warm up time). The most com-
mon way of plotting a flight cycle is as fan speed (N() or Once the maximum stress range acting on the part and its
core speed (N2) versus time and a typical plot is shown operating temperature have been determined the life is
in Figure 12.12, established by entering a suitable low cycle fatigue curve
with the stress range and determining the cycles of life at
Once a flight cycle has been determined a program is this stress.
available which can take simple acceleration and decel-
eration data from the stress and thermal analysis for the Materials Data The material data curves used in life
component of interest and 'fly' that component through analysis are called low cycle fatigue curves (sometimes
the flight cycle. The program, called LASTS (Life Anal- call S/N curves). Low cycle fatigue is the ability a mate-
ysis Stress Temperature Simulation), will then give the rial has to widistand repeated stress cycles. The curves
stresses and temperatures throughout the mission for the are obtained by testing specimens made from the partic-
part analyzed. This program is useful from three stand- ular material under lab controlled conditions of stress
points; firstly it gives an independent check of the ther- and temperature. Curves can be either generic, that is
mal analysis program THTD secondly it provides a they can be used for any component made from that ma-
'quick look" at the stresses being generated in the com- terial, or specific part curves. It is found that a much
ponent and thirdly it identifies the time points in the mis- higher confidence life is obtained by generating curves
sion where the detailed stress analysis should be run. for a specific part. This is done by machining blanks
THRUST REVERSE
22 SEC5
40 80 60 100 120
TINE - MINUTES
Figure 12.12 CFM56-3-B1 Typical Mission Representation of 20,100 Pound Thrust 737-300 Application
•BORE )
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276
LIFE IN CYCLES
^ s T ^ ^ AVERAGE
1 MINIMUM
MINIMUM
CALCULATED
LIFE
LIFE IN CYCLES
This life is called the minimum calculated life. The num- MILITARY APPROACH
ber of cycles or flights to which this part can operate in
service is usually a portion of the minimum calculated The military approach to lifing of major rotating parts is
life and is known as the Manual Limit. The size of the even more conservative then that described for commer-
Manual Limit relative to the minimum calculated life is cial engines. The concept used for military engines is
determined by several factors. These include: called ENSIP which is an acronym for ENgine Struc-
tural Integrity Programs. The USAF philosophy has
The amount of actual service run parts which have been evolved over several years and came about as a result of
inspected. Any factory engine running experience, any a series of incidents which resulted in loss of aircraft and
significant components testing which has been comple- significant numbers of aircraft being grounded. This is
ted and also the quality of the analytical efforts con- obviously totally unacceptable particularly for military
ducted. operations.
The Manual Limit thus determined is required to be ap- Due to this experience the USAF decided that they
proved by the Federal Aviation Administration. It is then wanted to base the operating lives of their components
communicated.to all the airlines operating the engines on a fraction of die crack propagation life. The ENSIP
concerned and they will be required to remove the part at philosophy assumes that all parts contain cracks at all
or before the Manual Limit is reached. critical locations and the life of the part is determined by
the propagation life of the minimum detectable crack in
This approach is used for determining the safe operating the part. This in turn is determined by the inspection ca-
limits for all major rotating parts in GE commercial en- pability available for me components.
gines. It has been found to be a safe conservative system
and to date has proved satisfactory for continued use in The basic analysis for military engines is the same as
our future commercial engines. thai already described in that die thermal and stress anal-
DURABILITY LIMIT
OR
SAFE LIFE LIMIT
DISTRIBUTION OF
CRACK INITIATION
LIVES
ENGINE USAGE
Figure 12.19 Durability Limit Concept and Commercial Engine "Safe Limit" Approach
Are Essentially Identical
HINIMUM
DETECTABLE
FLAW SIZE
ENGINE USAGE
Figure 12.20 Damage Tolerance Approach Forces Periodic Inspection of Critical Features
The maintenance plans which are developed for com- Maintenance cost, which is the cost of the labor, the ma-
mercial engines, in some jurisdictions in the world be- terial and the purchased repairs which are needed to
come the official maintenance plans required by aviation maintain an engine in a condition in which it can meet
regulatory agencies. The goal-effective maintenance of the goals of the customer, is an important part of the cost
engines sometimes requires that mechanics, inspectors of ownership, which is itself a goal-criterion. Product
or other specialized personnel who are involved with en- support helps customers develop maintenance cost
gine maintenance must have specialized training in prac- plans, which may form the basis of a large part of the
An obvious complement of the maintenance cost and Both military and commercial engines are introduced,
budget planning process with the customer is an agree- operated, maintained, inspected and tested using for-
ment on what quantities of spare parts will be used by the mally prepared and approved technical publications. The
customer and what quantities will be ordered by the cus- preparation, publication, distribution and auditing of
tomer. Product support specialists work with the custom- these documentation and management media is an im-
ers to develop these forecasts, and from them to build-up . portant part of a successful product support function.
global forecasts of probable sales of parts by part num-
ber. This data is necessary to be used in die General Product Support Flight Operations Support specialists,
Electric spare parts ordering plan, in order to best assure who are experienced aircraft pilots and flight engineers,
that parts are available when the customer needs them. work with commercial customers to help them better un-
The corresponding Spare Parts Sales effort, involving derstand the product and the best ways to operate it.
forecasting usage and sales, studying trends, ordering They fly in aircraft jump-seats to observe operations,
stock, receiving and managing customer's orders with and to counsel aircraft crews. They also conduct semi-
personal attention, planning inventory, stocking inven- nars to better assure that operations people at airline cus-
tory, managing distribution, and collecting payment, is a tomers understand die nature and status of elements of
very large business in its own right. It is estimated that the engine and the airplane-to-engine interaction.
by 1990, GE Aircraft Engines spare parts sales for com-
mercial engines atone will be almost one-billion dollars The cost of material is a large part of the maintenance
annually. cost of an engine. Product support funds and manages a
large repair development effort, to provide proven re-
Product support provides customers with specialists who pairs for valuable engine parts, so mat customers can
can discuss and give advice on technical concerns on all better control their maintenance costs and their costs of
aspects of the engine and its use. This is an extremely ownership.
valuable service" to the users of our products, especially
to those who do not have themselves highly-qualified General Electric wants our customers to feel secure in
technical experts. This service may include helping the the knowledge that they have a direct face-to-face con-
customer conduct a failure investigation and deciding tact widi an experienced, dedicated and professional GE
upon the control plan, and any necessary corrective ac- representative who represents their interests with GE.
tion. Many product support engineers are employed Part of our product support program requires that we re-
nearly full time in technical communications with cus- cruit, train, position and support these people in every
tomers. part of the world where we have customers. Thus, in ev-
ery place in the world where our customers are located,
As an example, consider a typical problem which may we have field service representatives permanently sta-
develop. A customer, in his engine overhaul shop, is as- tioned to provide on-the-spot product support.
sembling a component of an engine. For reasons which
he does not understand, the assembly cannot be done There are other facets of product support which are in
correctly, so that the in-process or final specification re- place. They include providing a system of engines avail-
quirements are not met. able for lease, helping to plan the organization and ar-
rangement of engine shops, working with the vendors to
This may mean that the higher-level assembly cannot be our customers to satisfy customer's needs, and adminis-
done, because this assembly is not available, nor an al- tering warranties and guarantees.
ternate one. If the engine which this assembly must sup-
port is planned to be needed, and mere is a specter of The list is not complete, because it continues to evolve as
lack of that engine when needed, dramatic actions are the expectations of our customers change. The test is to
>-
^ 75
or
50
25
5 10 15
ENGINE AGE THOUSANDS OF HOURS
ship, or one of its major elements, direct maintenance When engines are purchased, there are usually a number
cost, it is important to know how the costs will build-up of spare engines purchased to support a fleet of aircraft.
to the mature value during the guarantee period. The number of spare engines, which are used to operate
the fleet while others are in the shop for restoration in-
Consider a commercial engine which is sold with a guar- volving overhaul, is a function of the average amount of
antee which states that for a period of five years the di- time required to restore an engine, and the number of
rect maintenance cost, on both an annual and an shop visits in a calendar period. When this level of
accumulated basis, will not exceed some value. For a spares is established, the mean time between shop visits
commercial engine which operates 3000 hours per year, becomes an important measure of the balance of the
the indications are that almost all of the guarantee hours flown and the amount of restoration done.
amounts will accrue during the unstabilized aging pe-
riod. Using an appropriate aging curve, and analyses of The characteristic which displays this effect is shown in
the conditions of the mature characteristics, the transient Figure 13.2. There are three characteristics shown.
characteristics can be forecast to use during the guaran- Curve A depicts the effect of over-restoration. The line
tee period. These analyses are valuable, and are used, in T-T illustrates the mean time between shop visits which
forecasting cost of ownership, reliability rates, and lo- is required to keep spare engines available at adequate
gistics requirements for assets including material and la- protection levels given the shop restoration cycle time.
bor, and others. Curve B illustrates appropriate restoration. Curve C il-
lustrates the effect of failure to restore used-up capabil-
After the engine has become mature, it is important to ity. It is obvious that there will not be enough engines
maintain balance between the hours flown in service, available to support the fleet when this characteristic is
and the amount of these hours which are restored. Al- effective, and consequently, some aircraft will be out of
though hours are cited here, the characteristic cited in service. If this is unacceptable, the alternatives are to in-
some cases might be cycles, or any damaging-inducing crease the number of spare engines, and restore more
characteristic which is definable and measurable. used-up life in order to increase the MTBSV. When this
3 4 5 6 7 8
NUMBER OF SHOP V I S I T S
situation actually develops in a fleet, drastic measures ance considerations, and by its ability to help to sense
may be necessary. cost thresholds.
If the problem is short term, it may be possible to lease Condition monitoring takes several forms. It involves
engines from another user to provide the spares support external review and inspection of the engine by flight
while the engine restoration process is being improved. crews, by ground crews, and by inspectors. It may use
It also may be necessary to increase the manhours of la- the results of analyses of the samples taken from the
bor available in the engine shop by working overtime, working fluids of the engine. One of these is the spectro-
hiring additional people, and farming-out restoration graph^ oil analysis program, commonly referred to as
work. All of these are expensive efforts which cost more SOAP. It does spectrographic analysis of oil samples
than careful management costs. Engine restoration man- taken from engines, in order to determine whether un-
agement requires continuing prudent planning and ac- usual wear and shedding of engine materials is taking
tion, often in anticipation of problems. place; some of these wear patterns can be warning of im-
pending failures.
7 t h STAGE BLEED
COMPRESSOR DISCHARGE
7 t h STAGE BLEED
5 STRUTS
" C " SUMP
PRESSURIZATION
FROM FAN FRAME
COP H . P . _ CDPHP.
RECOUP "RECOUP
FRAME VENT /5 ;4
FRAME VENT
i m-%r
COP IP- ' 6
RECOUP 7.10 c o p H f !
RECOUP 5.6
RADIAL DRIVE
SHAFT TOWER
F110-GE-100 ENGINE AIRFLOW Ay 1 ':\° GE
• FIFTH STAGE
THIRD STAGE
(SUMP PRESSURIZATION
COMPRESSOR BORE,
TURBINE COOLING)
SUMP CLIMB
SCAVENGE &
(ANTI-ICING, COMBUSTION SPEED SEN50R
LPT COOLING
NINTH SIAGE
COMPRESSOR CORE GAS ANH-IClNi
DISCHARGE
•
LUBE SCAVENGE
2/85
7-\3