Gas Turbines A Handbook of Air Land and Sea Applic... - (Chapter 13 Installation) PDF

Installation
13
“Throw your dreams into space like a kite, and you do not know what it will bring back,
a new life, a new friend, a new love, a new country.”
—Anais Nin
Contents
Installation of Aircraft Engines 550

Power Plant Location 550
Air Intakes 551
Engine and Jet Pipe Mountings 552
Accessories 554
Cowlings 555
Installation of Land Based and Marine Engines 555
Copyright © 2007. Elsevier Science & Technology. All rights reserved.
Soares, Claire. Gas Turbines : A Handbook of Air, Land, and Sea Applications, Elsevier Science & Technology, 2007. ProQuest Ebook Central,
http://ebookcentral.proquest.com/lib/universidadviu/detail.action?docID=328326.
Created from universidadviu on 2020-04-01 21:47:04.
550 CHAPTER THIRTEEN
Installation of Aircraft Engines* Power Plant Location

When a gas turbine engine is installed in an aircraft it usually The power plant location and aircraft configuration are of
requires a number of accessories fitting to it and connections an integrated design and this depends upon the duties that
made to various aircraft systems. The engine, jet pipe, and acces- the aircraft has to perform. Turbo-jet engine power plants
sories, and in some installations a thrust reverser, must be suitably may be in the form of pod installations that are attached to
cowled and an air intake must be provided for the compressor, the wings by pylons (Figure 13–1), or attached to the sides
the complete installation forming the aircraft power plant. of the rear fuselage by short stub wings (Figure 13–2), or
they may be buried in the fuselage or wings. Some aircraft
have a combination of rear fuselage and tail-mounted
*Source: Adapted, with permission, from Rolls Royce. The Jet Engine, power plants, others, as shown in Figure 13–3, have wing-
1986, Rolls Royce Plc: UK. mounted pod installations with a third engine buried in
Figure 13–1. Wing-mounted pod installation. (Source: Rolls Royce.)

Figure 13–2. Fuselage mounted pod installation. (Source: Rolls Royce.)
Figure 13–3. Tail- and wing-mounted pod installation. (Source: Rolls Royce.)
I N S TA L L AT I O N 551
the tail structure. Turbo-propeller engines, however, are

normally limited to installation in the wings or nose of
an aircraft.
The position of the power plant must not affect the
efficiency of the air intake, and the exhaust gases must be
discharged clear of the aircraft and its control surfaces. Any
installation must also be such that it produces the minimum
drag effect.
Power plant installations are numbered from left to right
when viewed from the rear of the aircraft.
Supersonic aircraft usually have the power plants buried
in the aircraft for aerodynamic reasons. Vertical lift aircraft
can use either the buried installation or the podded power
plant, or in some instances both types may be combined in
one aircraft.
Air Intakes
The main requirement of an air intake is that, under all oper-
ating conditions, delivery of the air to the engine is achieved
with the minimum loss of energy occurring through the
duct. To enable the compressor to operate satisfactorily, the
air must reach the compressor at a uniform pressure distrib-
uted evenly across the whole inlet area. Figure 13–4. Pitot-type intake. (Source: Rolls Royce.)
The ideal air intake for a turbo-jet engine fitted to an
aircraft flying at subsonic or low supersonic speeds, is a
short, pitot-type circular intake (Figure 13–4). This type The disadvantage of the divided type of air intake is that
of intake makes the fullest use of the ram effect on the air when the aircraft yaws, a loss of ram pressure occurs on
due to forward speed, and suffers the minimum loss of ram one side of the intake, as shown in Figure 13–7, causing an
pressure with changes of aircraft attitude. However, as sonic uneven distribution of airflow into the compressor.
speed is approached, the efficiency of this type of air intake At higher supersonic speeds, the pitot type of air intake is
begins to fall because of the formation of a shock wave at unsuitable due to the severity of the shockwave that forms and
the intake lip. progressively reduces the intake efficiency as speed increases.
The pitot-type intake can be used for engines that are A more suitable type of intake for these higher speeds is
mounted in pods or in the wings, although the latter some- known as the external/internal compression intake (Figure
times require a departure from the circular cross-section 13–8). This type of intake produces a series of mild shock
because of the wing thickness (Figure 13–5). waves without excessively reducing the intake efficiency.
Single engined aircraft sometimes use a pitot-type intake; As aircraft speed increases still further, so also does
however, because this generally involves the use of a long the intake compression ratio and, at high Mach numbers,
duct ahead of the compressor, a divided type of intake on it is necessary to have an air intake that has a variable
each side of the fuselage is often used (Figure 13–6). throat area and spill valves to accommodate and control
Figure 13–5. Wing leading edge intakes. (Source: Rolls Royce.)
Figure 13–6. Single engined aircraft with fuselage intakes. (Source: Rolls Royce.)
the changing volumes of air (Figure 13–9). The airflow Engine and Jet Pipe Mountings
velocities encountered in the higher speed range of the air- The engine is mounted in the aircraft in a manner that
craft are much higher than the engine can efficiently use; allows the thrust forces developed by the engine to be
therefore, the air velocity must be decreased between the transmitted to the aircraft main structure, in addition to
intake and the engine air inlet. The angle of the variable supporting the engine weight and carrying any flight
throat area intake automatically varies with aircraft speed loads. Because of the wide variations in the temperature
and positions the shock wave to decrease the air velocity at of the engine casings, the engine is mounted so that the
the engine inlet and maintain maximum pressure recovery casings can expand freely in both a longitudinal and a
within the inlet duct. However, continued development ena- radial direction. Types of engine mountings, however, vary
bles this to be achieved by careful design of the intake and to suit the particular installation requirement. Turbo-jet
ducting. This, coupled with auxiliary air doors to permit engines are usually either side mounted or underslung as
extra air to be taken in under certain engine operating con- illustrated in Figure 13–11. Turbo-propeller engines are
ditions, allows the airflow to be controlled without the use mounted forward on a tubular framework as illustrated in
of variable geometry intakes. The fuselage intakes shown Figure 13–12.
in Figure 13–10 are of the variable throat area type.
Figure 13–7. Loss of ram pressure in divided intakes. (Source: Rolls Royce.)
Figure 13–9. Variable throat area intake. (Source:

Figure 13–8. External/internal compression intake. Rolls Royce.)
(Source: Rolls Royce.)
Figure 13–10. Fuselage intakes. (Source: Rolls Royce.)
Figure 13–11. Typical turbo-jet engine mountings. (Source: Rolls Royce.)
The jet pipe is normally attached to the rear of the engine Accessories
and supported by the engine mountings. In some installa- An aircraft power plant installation generally includes
tions, particularly where long jet pipes are employed, an a number of accessories that are electrically operated,
additional mounting is provided, usually in the form of mechanically driven, or driven by high pressure air.
small rollers attached to each side of the jet pipe. The rollers Electrically operated accessories such as engine control
locate in airframe-mounted channels and support the weight actuators, amplifiers, air control valves, and solenoids, are
of the jet pipe, while still allowing it to freely expand in supplied with power from the aircraft electrical system or an
a longitudinal direction. engine driven dedicated electrical generator.
Mechanically driven units, such as generators, constant
speed drive units, hydraulic pumps, low and high pressure
fuel pumps, and engine speed signaling, measuring, or
governing units are driven from the engine through internal
and external gearboxes.
Air-driven accessories, such as the air starter and pos-
sibly the thrust reverser, afterburner, and water injection
Figure 13–12. Engine accessibility, turbo-propeller Figure 13–13. Engine accessibility, turbo-fan engine.
engine. (Source: Rolls Royce.) (Source: Rolls Royce.)
pumps, are driven by air tapped from the engine compressor. in the skid surface). Care is taken to not leave any voids in
Air conditioning and cabin pressurization units may have the grout to lessen the chance of “soft feet” below a critical
a separate air-driven compressor or use air direct from the gear box or bearing mount.
engine compressor. The amount of air that is taken for all How much of an issue weight is on marine applications
accessories and services must always be a very small per- depends on the particular application and size of the marine
centage of the total airflow, as it represents a thrust or power vessel.
loss and an increase in specific fuel consumption. The main issue on land and at sea is space. The end user
needs to ask a few questions:
Cowlings
Access to an engine mounted in the wing or fuselage is by ● How much space does the total installation/skid take up?
hinged doors; on pod and turbo-propeller installations the (See Figures 13–14 and 13–15).
main cowlings are hinged. Access for minor servicing is by ● If weight is critical, what are the weights of all the
small detachable or hinged panels. All fasteners are of the system components
quick-release type. ● Is it likely that future additional propulsion require-
A turbo-propeller engine, or a turbo-jet engine mounted ments will need another gas turbine package?
in a pod, is usually far more accessible than a buried engine ● Can the skid be situated so that all plant components,
because of the larger area of hinged cowling that can be such as inlet and outlet piping to the driven equipment
provided. The accessibility of a podded turbo-fan engine is in mechanical drive applications be routed so as to not
shown in Figure 13–13 and that of a turbo-propeller engine cause excessive or cantilevered loads on the machinery
is shown in Figure 13–12. flanges?
Installation of Land Based and Marine Engines Other siting issues include items such as, does the
The installation of land based and marine engines is gas turbine package need a “house” or will the system
different from that of aircraft engines in that they gener- skid sit on the plant floor “as is?” Is the site appropri-
ally come with a base or skid on which the entire system ate for the potential needs of safety systems, such as
is mounted. The system may be mechanical drive or power risk posed by fluid moved by the driven equipment?
generation, on a ship, ferry, or offshore platform. The My Process Engineers Equipment Handbook (New York:
essential difference for offshore packages with the same gas McGraw-Hill, 2001) has a section on the risk of explo-
turbine (as an equivalent land based system) is that weight sion on power generation gas turbine trains. The excep-
is curtailed as much as possible on offshore platforms. tion to permanent siting requirements is the mobile gas
On land applications, weight is not an issue. Generally, the turbine package, which is frequently used by merchant
base is grouted (filled with grout through grouting holes left power producers.
Weights and dimensions

SGT-100 Generator Set
Diagrams, weights and dimensions are for typical standard equipment.
Length
10.0m (394ins)
(with package mounted controls)
Length
8.0m (315ins)
(without package mounted controls)
Width 2.40m (94ins)
Height
3.2m (126ins)
(to top of enclosure)
Weight 35,460kg (78,175lbs)
Figure 13–14. SGT-100 Turbine for Power Generation (ISO) 4.35/4.70/5.05/5.25MW(e) (Source: Siemens).
Layout from side
Layout from above
Figure 13–15. SGT-800 Industrial Gas Turbine—45MW Layout (Source: Siemens).


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Installation

Installation of Aircraft Engines 550

Installation of Aircraft Engines* Power Plant Location

Figure 13–1. Wing-mounted pod installation. (Source: Rolls Royce.)

Figure 13–2. Fuselage mounted pod installation. (Source: Rolls Royce.)

the tail structure. Turbo-propeller engines, however, are

Figure 13–5. Wing leading edge intakes. (Source: Rolls Royce.)

Figure 13–9. Variable throat area intake. (Source:

Figure 13–10. Fuselage intakes. (Source: Rolls Royce.)

Figure 13–11. Typical turbo-jet engine mountings. (Source: Rolls Royce.)

Weights and dimensions

Width 2.40m (94ins)

Weight 35,460kg (78,175lbs)

Layout from side

Layout from above

Figure 13–15. SGT-800 Industrial Gas Turbine—45MW Layout (Source: Siemens).

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