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03.09.2014 14:19
General data
Code
Course title
Course status in the programme
Course level
Course type
Field of study
Responsible instructor
Volume of the course: parts and credits points
Language of instruction
Possibility of distance learning
Abstract
Goals and objectives of the course in terms of
competences and skills
Structure and tasks of independent studies
Recommended literature
Course prerequisites
Courses acquired before
TAD521
Civil Aviation Engines
Compulsory/Courses of Limited Choice
Undergraduate Studies
Professional
Transport
Ilmrs Ozoli
1 part, 3.0 Credit Points, 4.5 ECTS credits
LV, EN, RU
Not planned
Large and small contour ratio two rotor and three rotor two dual turbo engine features. Some
company engine operating and design features.
To master aero gas turbine engine construction and system. To study the Pratt & Whitney, General
Electric, Rolls-Royce, SNECMA aero engines.
To work with literature and internet. To master in detail particular gas turbine engine system
construction and operation.
Apgstamo dzinju tehniskie apraksti.
Gas turbine engine theory and design.
Course outline
Theme
The turbofan structure. Systems of the turbofan. Automatic control system of the turbofan.
The turboprop structure. Systems of the turboprop. Automatic control system of the turboprop.
Instrumentation and diagnostic equipment.
Pratt & Whitney engines.
General Electric engines.
CFM International engines.
Rolls-Royce engines.
International AeroEngines engines.
Snecma engines.
Learning outcomes and assessment
Learning outcomes
A student knows gas turbine engine construction and parameters.
A student is able to calculate gas turbine engine main parameters.
A student knows the turboprop engine construction and parameters.
A student is able to calculate turboprop engine main parameters.
A student knows turbofan engine construction and parameters.
A student is able to calculate turbofan engine main parameters.
A student knows Pratt & Whitney, General Electric, Rolls-Royce, SNECMA, and the joint
companies' engine constructions and operating features.
Study subject structure
Part
Semester
Autumn
Spring
1.
*
*
CP
ECTS
3.0
4.5
Summer
Hours
6
6
6
6
6
6
4
4
4
Assessment methods
Practical lessons, test, exam.
Practical lessons, test, exam.
Practical lessons, test, exam.
Practical lessons, test, exam.
Practical lessons, test, exam.
Practical lessons, test, exam.
Practical lessons, test, exam.
Lab.
0.0
Test
Tests
Exam
*
Work
Turbine Engines
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Developed from the RB211, the Trent covers a thrust range of 71,000 lb to 92,000 lb thrust, with the capability
to grow beyond 100,000 lb. The Trent 800 features a 110 inch diameter wide-chord fan, high flow compressors
and Full Authority Digital Engine Control (FADEC).
Detailed engineering design began in 1988 to meet the propulsion requirements of the Airbus A330 (Trent 700)
and Boeing 777 (Trent 800). The Trent first ran in August 1990, and in January 1994 a Trent 800 demonstrated
a world record thrust of 106,087 lb.
The engine entered service in March 1995 in the Airbus A330.
M15
15.1
Fundamentals
15.1.1
Laws of Thermodynamics
15.1.2
15.2.
Engine Performance
15.2.1
15.2.2
15.3
Inlet
15.3.1
Inlet Ducts
15.4
Compressors
15.4.1
15.5
Combustion Section
15.5.1
15.6
Turbine Section
15.6.1
15.7.
Exhausts
15.7.1
Exhaust Systems
15.8
15.8.1
Bearings
15.8.2
Seals
15.9
15.9.1
15.9.2
15.10
Lubrication Systems
15.11
Fuel Systems
15.11.1
15.11.2
15.11.3
15.11.4
15.12
Air Systems
15.12.1
15.12.2
15.13
15.13.1
Starting Systems
15.13.2
Ignition Systems
15.14
15.15
15.15.1
15.16
Turboprop Engines
15.16.1
15.17
Turboshaft Engines
15.17.1
15.18
15.18.1
15.18.2
15.19
Powerplant Installation
15.19.1
Powerplant Structures
15.19.2
15.19.3
15.19.4
Wiring
15.19.5
15.20
15.20.1
15.20.2
Ground Operation
is applicable to the caloric state. This formula shows that entropy must be understood as
the ratio of infinite small amounts of heat to the absolute temperature at which the heat
is gained or lost by a substance.
differences wR = h10 h12 (in the expansion case and wR = h12 h10 (in the
compression case) are not available for use. They must be additionally investigated. In
both cases, this has the effect of an entropy increase s12, This shows that the processes
are not reversible.
You can calculate the potential energy due to gravity quite easily by multiplying the
mass of a body in kilograms by the acceleration due to gravity 9.81 m/s2 and then
multiply by the height.
Potential Energy = Mass x Gravity x Height
= 1000kg x 9.81m/sec2 x 20m
= 196200J or 196.2kJ
Kinetic energy (KE) results from the motion of a mass. If a mass of substance is
travelling at a given velocity it will possess kinetic energy. You will soon be aware of this
if you stand in its way! Again, you do not get this energy for nothing. You would have to
expend energy to accelerate the mass to that velocity in the first place. Kinetic energy is
very easy to calculate. The formula is:
Kinetic Energy = Half the Mass multiplied by the Velocity squared
=1/2 mv2.
Second Law:
The rate of change of momentum of a body is proportional to the applied force and will
take place in the direction of the force.
Consider the example of the book on die tabletop. It sits at rest and then you deliver a
hard blow to the left hand side of the book with your hand. The book will accelerate
smartly to your right. The harder you strike it, the faster it will travel to the right, in the
direction of your applied force.
Third Law:
To every action there will be an equal and opposite reaction.
We must now examine the nature of a force. It is the product of mass (kg) and
acceleration (m/sec/sec) and is expressed in Newtons.
The force required to accelerate 10kg of air at a rate of 20m/s2
Force = mass x acceleration = 10kg x 20 m/s2 = 200N
Now, if the book has a mass of 2kg, then the force you applied was
Force = Mass x Acceleration
= 2kg x 1 m/s2
= 2N
Well, try calculating the work done by this force! The engine is in a stationary aircraft
so it is not moving forward. Work is the product of force and distance moved so, this
engine is doing no work.
Now try calculating the power. Power is the product of force and distance divided by
time. Again, there is no forward movement so there is no power.
I would like you to now consider the same engine fitted in an aircraft that is flying at
300m/s and consuming the same, mass of air per second.
So, as aircraft speed increases, the engine loses thrust and gains power. This is getting
easy now, so lets try calculating the energy in the exhaust flow when the aircraft was
stationary.
KE = mv2 = x 260kg x 500 m/s x 500 m/s = 32,500,000 J = 32.5MJ
The engine would have had to use at least that amount of heat energy to produce that
result in the exhaust gas flow. Of course, it had to use more hear energy than that as a
lot of energy, about two thirds, is taken up by the turbines before the exhaust flow ccurs.
Now for something really interesting! Consider that the engine is now a turbo-propeller
engine on a ground test in still air. The propeller is taking 650kg of air and accelerating
it to 200m/s in the slipstream.
Acceleration = Final velocity(v) - Initial velocity (u)
Time (t)
v u = 200 m/s - 0 m/s
t
1 sec
= 200 m/s2
Force = Mass x Acceleration = 650kg x 200 m/s2
= 130,000 N = 130kN
The same thrust as our pure turbo-jet engine! What about the energy in the slipstream?
KE = mv2
= x 650kg X 200 m/s x 200 m/s
= 13,000,000J
= 13MJ
Have you spotted it? The propeller is producing the same thrust as the pure turbo-jet
engine but look at the energy! It is 40% of the pure turbojet engines energy level! The
turbo propeller engine does not need to use anywhere near as much heat energy to
produce the same thrust as a pure turbo-jet engine, is easy to understand, look at mv2,
the v2 says it all.
In brief:
The energy required to accelerate a small mass of air to a high velocity is greater than
the energy required to accelerate a large mass of air to a low velocity.
The answer lies in the speed you wish to fly at. No aircraft can fly, in level flight, faster
than the slipstream of its engines. There would be no thrust. Propeller engines, due to
the problem of shock stall on their blades at high forward speeds, cannot operate
efficiently above 350kts. This is a bit slow for long haul flights but who cares on short
haul? Maybe you understand now why virtually all short-haul aircraft have propellers.
It's the cheapest form of thrust production.
But, as the speed of sound in air is 331m/s at sea level, pure turbo-jets with their high
exhaust velocities are inefficient for sub-sonic airspeeds of say Mach 0.75. They are
more suited to speeds above Mach one.
How to solve the dilemma? Look at the illustration of the by-pass engine figure 1.7. It
utilizes a fan to accelerate a large mass of air to a low velocity and a core engine to
accelerate a small mass of air to a high velocity.
Take the average of the cold stream and the hot stream exhaust velocities
and you have it.
The average is designed to meet the desired cruising speed of the aircraft. By design, the
by-pass ratio is matched to the aircraft's desired performance. High by-pass is for
subsonic to low transonic transport aircraft. Lower by-pass is for high transonic to
supersonic aircraft. The cold stream by-pass flow provides the majority of the thrust.
For example, a high by-pass engine gains around 70% of its thrust from the fan cold
stream. The lower energy requirement means that smaller core engines can be used and
fuel consumption is radically reduced.
Figure 1.7 - Energy Requirement for a 130kN high By-Pass Turbo-Fan Engine
Lets have a look at the facts of the by-pass engine. A high by-pass engine has a cold
stream mass flow of 500kg/s and a hot stream flow of l00kg/s. The cold stream exhaust
velocity is 200m/s and the hot stream exhaust velocity is 300m/s.
Cold stream thrust = mass x acceleration = 500 kg/s x 200 in/s = l00kN
Hot stream thrust = mass x acceleration = 100 kg/s x 300 m/s = 30kN
Total thrust is 130KN of which 70% is produced by the cold stream.