PA

ARK COLLE
EGE OF EN
NGINEERIING AND TECHNOLO
T
OGY
Kaniyur, Coimbatorre 641 659
Dep
partment off Aeronautiical Engineeering
UNIIT TEST- I
AERO EN
NGINE MAIINTENANC
CE AND RE
EPAIR
F
FINAL
YEA
AR AERO A & B
Date: -------Time: 2 Hrs

Mark
ks: 50 mark
ks

PAR
RTA(7x2=14))

1. Whatt is the use of

o propeller reduction ge
ear in the PEE+Propeller syystem? What problem will
w be
cause
edifthisisno
otused?
2. WhattisliquidlockkprobleminPistonEngine
e?Explaininbriefhowitissolved.
3. Write
einbriefabou
utthethreeccircuitsinvolvvedinMagne
etostartingo
operationpro
ocedure.
4. Whattisfloatmecchanismand
dwhereisitu
usedinthep
pistonengine?
5. WhattisDETONATTIONinPiston
nEngine?
6. Whattishybridroccket?
7. WhattisRamEffecct?WhycanttRamjetEngiinestartfrom
mzerovelocitty?
(Answeranyythree)PAR
RTB(3X12=36)
1. Explainwhywehaavemorethaanonestageincompresssorsandintu
urbines.ExplaainhowNew
wtons
secon
nd law, as we
ell as third laaw is applied
d to jet prop
pulsion. Draw
w the gasturrbine engine cycle
indicaatingheatadditionandw
workoutputin
naPressurevvolumediagrram.
2. Write
e the thrust equation in
n nonadaptivve condition
n for a jet engine.
e
Whatt happens in
n the
adapttivecondition
n?Writetheeffectofaltittudeandtem
mperatureontheenginep
performance..
3. Whyggaseshavetw
woSHCs?Wh
hatareCpand
dCv?
Inam
mixtureofgaasesthereare
emonatomicc,diatomicandtriatomiccgasesinthe
eratioof1:2
2:1by
molerespectively..Calculateth
heresultantratioofsp.h
heatcapacitie
es.
4. Stepw
wise explain in brief the working of a gasturbin
ne engine ass inlet air paasses through the
differrentpartsof engine.Draw
waschematicdiagramo
ofaGasTurb
bineEngined
depictingthe main
partsofit.
5. Whattiscompressor?Whereittisusedinth
hegasturbineengines.W
Writenotesin
nbriefonthe
eboth
thetyypesofcomp
pressors(centtrifugalflowandaxialflow
w).

ParA

1. In the PE-Propeller combination engine, reduction gear is used to reduce the rpm at which crank
shaft is rotating before the power is fed to propeller.
Actually the rpm of engine is very high and propeller cant rotate at that speed. If this speed is
directly fed to the propeller, chances are there that the tip, radial velocity of the propeller may go
beyond sound speed and tip stall may occur. This will reduce the propeller efficiency markedly.
So a reduction gear box is used which reduces the rpm of shaft which is used to rotate the
propeller.
2. In multi-cylinder, especially radial arrangements of the cylinder, when oil comes in the lower
cylinder, the problem of Liquid Lock occurs. To ensure that there is not liquid lock in the
cylinders, the engine should be rotated several complete revolutions. If engine stops suddenly, in
doing so, it means liquid-lock is there.
To solve this problem, the oil must be removed by removing the spark plug. Removing the oil by
rotating the engine in reverse direction is not recommended.
3. Magneto has got three circuits involved in its operation. Out of these three, one is magnetic
circuit and two are electric circuits.
Magnetic circuit includes a permanent magnet, coil core, pole shoes and pole shoes extension.
Primary electric circuit consists of primary windings of the coil, the breaker points and the
condenser (capacitor). The secondary electric circuit contains the secondary windings, the
distributor and rotor, the high tension ignition lead, and the spark plug.
4. Float mechanism is an arrangement in which, fuel flow is controlled by using a float. When the
level of the fuel goes beyond a limit, float pushes the switch and thus closes the fuel entry into the
carburetor.
It is used in the carburetion system of Piston engine to control the fuel flow.
5. Detonation is highly powerful shock wave which travels with supersonic speed. It is highly
dangerous and can cause mechanical damage to the piston head or rings so it must be avoided
with proper design by the designer and careful operation by the operator. This problem comes
into picture when there is excessive leaning of the fuel. Operator must follow the engine
operating instruction regarding mixture control very carefully.
6. Rocket is a propulsion system in which, engine carries its fuel as well as oxidiser along with it so
that it doesnt have to breathe air from the atmosphere to oxidise its fuel. This oxidiser + fuel
combination is called propellant.
If one of these oxidiser or fuel is in liquid form and other is in solid state then the rocket is called
hybrid rocket.
In other words, rockets having liquid fuel and solid oxidiser or solid fuel and liquid oxidiser
are called hybrid rockets.
7. The compression of the air due to its high velocity being stopped is called Ram effect. Higher the
velocity, higher the effect is and higher is the pressure rise after the flow is stopped. Ram jet
engine uses this phenomenon to compress its air flow before sending it to the combustion
chamber.

This ram effect gives the idea of compressing the air flow without using compressors, but it cant
start from zero velocity because, at ram effect will not be available at zero speed. In fact to have
sufficient compression through ram effect, Mach number of the vehicle must be more than 0.3.
ParB

1. The reason for having more than one stage of compressor is, air goes through compression here
and by the time it comes out of the compressor stages, it is compressed to almost 200 psi. Now as
the pressure varies, efficiency of compressor too comes down, because compressor works
efficiently only at its design pressure and within a small band of pressure which cant be very
high. So we design different stages of compressor to work at different design pressures to have
maximum efficiency.
Turbines which extract the power from the hot combustion product too are placed in stages. The
reason for turbines being in stages is, part of the power recovered from the hot gases is used to
run the compressor. So the first stage of turbine is used to run the compressor. Second stage is
used to run the fan or propeller and produce thrust. So we use turbine as well in stages.
The working of the gas turbine engine is based upon the Newtons third law of motion. Hot
gases of combustion product are thrown out in the backward direction, with high speed, as a
result of it, an equal and opposite reaction is felt by the engine and thus, thrust is produced.
The amount of the thrust produced is given by the Newtons second law of motion. The rate at
which the hot gases are thrown out decide the amount of thrust produced. The rate of change of
momentum of the gases, give the amount of thrust production.
2. Thrust of the Jet Engine:
Non-adaptive condition:

Adaptive condition:

In the adaptive condition, exit pressure becomes equal to the ambient pressure so there is no
pressure term there.
Temperature Effect:Temperature has adverse effect on the air density and effect of temperature
on the gas turbine engine performance is also comes through density. In fact, a gas turbine
engine is more sensitive to the atmospheric temperature than a piston engine.
As temperature comes down, density increases and this augments the thrust, but during hot
summer days, when temperature is high (35 C to 40 C), a loss of thrust up to 20% may occur.
This requires employing some other method to do the thrust augmentation.
Altitude Effect: The altitude affects the engine performance through the variation in density.
Density directly affects the mass per unit volume of the inlet air, so mass flow rate is determined
by the density of the inlet air. As the density increases, the mass of the air going in for
combustion inside the engine increases for the same volume flow rate and this increase the thrust
production. On the other hand, if the density decreases, the thrust produced by the engine comes
down.

Decrease in temperature increases the density and vice versa. On the other hand decrease in
pressure decreases the density and vice versa. As the altitude increase from sea level, these both
decrease. Though decrease in temperature increase the density, the decrease in pressure has a
dominant role here and finally density decreases as we go high. So with altitude, the thrust
produced by the gas turbine engine comes down due to fall in density.
Temperature keeps decreasing only up to 36,000 ft (aprox. 11 km). After that it becomes constant
but pressure keeps decreasing even after this altitude. This altitude is called Tropopause. So after
this altitude, the rise in density due to fall in the temperature is not available so density falls more
vigorously after that affecting the performance of engine markedly. So this altitude becomes the
most suitable (economical) altitude for the long-range cruising aircraft as after this the rate of
thrust fall-off increases.
3. Gases can be heated to raise the temperature under two conditions. 1. At constant pressure and 2.
At constant volume. Under both of these conditions, the heat required to raise the temperature is
different so gases have two different SHCs.
Cp is the SHC of gas at constant pressure.
Cv is the SHC of gas at constant volume.
Let SHCs at constant volume of the monatomic, diatomic and triatomic gases are Cv1, Cv2 and Cv3
and correspondingly SHCs at constant pressure are Cp1, Cp2 and Cp3.
Then

and

and

5
7
8
,
and
2
2
2
Now heat required to raise the temperature of 1kg of monatomic gas, 2 kg of diatomic gas and 1
kg of triatomic gas in the mixture at constant volume is:
1
2
1
3
5
6
2
2
2
2
19
.
2
Likewise the heat required at constant pressure is:
1
2
1
5
7
8
2
2
2
2
27
.
2
(i) and (ii) give the heat to raise the temperature of 4 kg of mixture by 1 C.
Now SHCs of the mixture:

Principles of Gas Turbine Engine

The schematic design of a gas turbine engine is as shown below:

Compressor

Diffuser

Combustion
Ch

Turbine

Nozzle

A gas turbine engine works on the principle of Newtons third law of motion but the thrust
produced by it is given by the Newtons second law of motion. This type of engine produces part
of the thrust by extracting the power from hot gases, by expanding it through turbine, (thus
converting the energy into mechanical energy which in turn is used to run the propeller or rotor,
or fan) and part of it by expanding gases (which are still very hot) through nozzle which
accelerates it to high velocity before exhausting it in the atmosphere.
The air approaching the engine is first rammed and some amount of compression is obtained
through ramming itself. Higher the speed, higher is the ram effect and high compression is
achieved there. This part of engine is called Diffuser.
Then the air is passed through Stages of Compressors. The reason for having more than one
stage of compressor is, air goes through compression here and by the time it comes out of the
compressor stages, it is compressed to almost 200 psi. Now as the pressure varies, efficiency of
compressor too comes down, because compressor works efficiently only at its design pressure
and within a small band of pressure which cant be very high. So we design different stages of
compressor to work at different design pressures to have maximum efficiency. After this pressure
and temperature of the intake air rises markedly. In normal cases, after getting compressed
through, diffuser, fan and compressor, air attains a temperature from 15 C to 715 C and pressure
increases from 101.325 kPa (14.7 psi) to 1379 kPa (200 psi).
After compressor, air is sent to Combustion Chamber where fuel is injected and is mixed well
with the air at high pressure. Then combustion process starts and hot combustion product start
moving towards the turbine. The charge is supposed to be at zero velocity during combustion
ideally, but there is a drop of stagnation pressure in the combustion chamber, as burning gases are
not totally are rest there. Here velocity and temperature increase markedly while pressure drops
slightly. Normal drop in the pressure is somewhat 10 psi.
After this, hot gases are expanded through stages of Turbines where energy from the hot gases is
extracted by expanding it through turbine where thermal energy of the combustion product gets
converted into kinetic energy of turbines. We do this in stages of turbine as part of the energy
recovered from the hot product is sent to run the compressors. So power recovered in one stage of

turbine is fed to compressors and then we have power turbine which is used to run the shaft or
propeller or fan to produce thrust. As the hot gases pass through the turbine section, the pressure,
temperature and velocity all decrease. This is because the turbines extract energy from the high
temperature, high velocity gases.
The hot gases coming out of the turbine are still highly energetic as their temperature is still high
enough. So they are passed through a Nozzle and get accelerated to high velocity before being
exhausted in the atmosphere.

Marks

Roll
No.

Name

Marks

Roll
No.

Name

Marks

Roll
No.

Name

002

Aby Mathew

043

P Maniselvam

103

Arivazhagan M

003

Akash Peter

045

S Monickhar

104

Arun A

005

P Anand

047

B Narendhiran

105

Ashok B

006

R Anuroop

048

K Naresh

106

Boopesh M

008

Ashwin Babu

049

K Naveen Kumar

107

Deepanraj G

013

N Balasubramaniam

050

Nijas V Najeeb

108

Flowerson P

015

Bittu John

051

C Nikhil Joy

109

Gafarkhan J

016

Daniel Rajan

056

R Prabhakar

110

Gokulakrishnan N

017

S A Dawn Pradeep

058

Prejith V Nath

111

Gokulnath S

019

C Deepanchakravarthi

059

Rahul Rajkumar

112

Gopalakrishnan S

020

S S Dhanabalan

061

S Raja

113

Govindaraj S

022

G Dinesh Kumar

064

M Ramasamy

114

Kavinprabhu S

023

J Dinesh Kumar

067

Ramkumar T D

115

Muralidharan R

024

Firoz Pilakkal

068

Ramprasath R

116

Narendran J

025

Fredy Francis

070

Ranjith R

117

Parthasarathy G

026

D Gopidas

073

Rukhsana Begam M

118

Raja Simman T

027

T Gopinath

074

Safal N T

119

Rajasekar R

028

Govind Krishnan

075

Sai Venkatesh S

120

Ramesh Kannan K

029

Jamshid P Hameed

076

Sanju V Mangalathu

121

Ramki T S

030

B Janarthanan

079

Satheesh Kumar A

122

Rejoy Baburaj

031

A Jerome Infant

080

Sathish A

123

Satheeshkumar M

033

Jibi Rose Jacob

081

Sathish B M

124

Sathishkumar S

034

K Kamalnathan

084

Sridharan S

125

Selvaraj C

035

V Karl Marx

085

Suresh Balaji V

126

Surendra Prasanth M

038

M Lakshmanaswamy

095

Vijayan J

128

Mithun Varghese

039

V Logesh

097

Vinesh Kumar V

129

Banuchandar K

040

A Mahendran

098

Raja Vignesh M

130

Arun V Nair

041

D Maniarasan

101

Vivekanandan R

131

Althaf Aziz

Marks