Mod 1.

2 Engine Parts
1. Inlet Duct
2. Diffuser
3. Compressor
4. Combustion Chamber
5. Turbines
6. Exhaust System
 Compressor
• Provides high pressure air to the combustion
chamber.
• Energy released in the combustion chamber is
directly proportional to the mass of air
supplied.
• Compression ratio 25:1 .
• Efficiency 90%.
• Air flow 160kg/s.
 Types of compressors
• Centrifugal flow
• Axial flow
 Centrifugal flow compressors

Centrifugal compressor flow, pressure and velocity changes.

a) Airflow through a typical centrifugal compressor.
b) Pressure and velocity changes through a centrifugal compressor
Axial flow compressors

Compressor Assembly
 Axial flow compressors

Comparison of centrifugal and axial flow compressor

efficiencies with increasing pressure ratios
 Burners
Types of burners
1. Can type
2. Annular type
1. Through flow annular type
2. Side entry annular type
3. Reverse flow annular type
3. Can annular type
 Can type burner

External view of a can type burner

 Annular type burner

External view of the annular type burner

 Annular type burner

Annular combustion chamber using vaporizing tubes

 Can annular type burner
• Combination of can and annular type burner.
• Makes good use of available space.
• Employs a number of individually replaceable
cylindrical inner liners that receive air through
a common annular housing.
• Good control of fuel and airflow patterns.
• Greater structural stability.
• Lower pressure loss than that of the can type.
Can annular type burner
Can annular type burner
• In order to assure ignition in the burner, the
mixture of fuel and air should be stoichiometric,
and not moving very fast.
• The burner starts by separating out a small portion
of the air and decelerates it for combustion in the
``primary zone''.
• The gases leaving this region are too hot to be
tolerated by turbines.
• The remaining air (dilution air) is then mixed with
the hot gases from the primary zone to produce a
nearly uniform temperature stream entering the
turbine.
Influence of design factors on burner performance
1. Methods of air distribution.
2. Physical dimensions of burner.
3. Fuel air operating range(blow out limit).
4. Fuel nozzle design.
Combustion chamber
Combustion chamber
Effect of operating variables on burner performance

Operating variables
1. Pressure
2. Inlet air temperature
3. Fuel air ratio
4. Flow velocity
Effect of operating variables on burner performance

1. Combustion efficiency.
2. Stable operating range.
3. Temperature distribution.
4. Starting.
5. Carbon deposits.
6. Temperature and cooling requirements.
Effect of operating variables on burner performance

1.Combustion efficiency:
• The combustion efficiency increases with increase in pressure of
air.
• The combustion efficiency increases with increase in temperature
of air.
• The combustion efficiency increases with increase in fuel air ratio
and then becomes stable .
• The combustion efficiency increases with increase in flow velocity.
• Increasing the flow velocity beyond a certain point reduces
combustion efficiency, since it reduces the time available for
mixing and burning.
Effect of operating variables on burner performance

2.Stable operating range:

• As the pressure decreases, stable operating range
becomes narrower until a point is reached, below
which burning will not take place.
• As the flow velocity increases, stable operating range
becomes narrower until a critical velocity is reached,
above which combustion will not take place.
• Increasing the temperature of the incoming charge
increases the fuel/air ratio range for stable operation.
Effect of operating variables on burner performance

3. Temperature distribution:
• Uniform temperature can be obtained by
creating better mixing of the hot and cold gases
at the cost of an increase in pressure loss.
• If fuel/air ratio and flow velocity are increased,
the exit temperatures tend to become less-
uniform because more heat is released and
there is less time for mixing.
Effect of operating variables on burner performance

4.Starting:
• Starting is easier with high temperature, high
pressure and low velocity.
• Optimum fuel/air ratio.
Effect of operating variables on burner performance

5.Carbon deposits:
• Carbon deposit increases with increase in the
temperature and pressure.
• Carbon deposit burn off at very high
temperature.
• Carbon deposit increases with increase in the
fuel air ratio.
• Changes in fuel air ratio may change the location
of carbon deposits within the burner.
Effect of operating variables on burner performance

6. Temperature and cooling requirements:

• Increasing the pressure and temperature of
the incoming charge causes more heat
transfer from burning gases to the liner.
• Increase in fuel air ratio increases the
temperature of combustion and liner.
• Increase in flow velocity reduces the liner
temperature.
Performance requirements of combustion chambers

i) High combustion efficiency.

ii) Stable operation.
iii) Low pressure loss.
iv) Uniform temperature distribution
v) Easy starting.
vi) Small size.
vii) Low smoke burner.
viii)Low carbon formation
i. High combustion efficiency: Necessary for long
range.
ii. Stable Operation: freedom from blowout at
airflow ranging from idle to maximum power and
at pressures representing the aircraft’s entire
altitude range is essential.
iii. Low pressure loss: pressure loss reduce thrust and
increase specific fuel consumption.
iv. Uniform temperature distribution: Temperature of
gases entering the turbine should be close to the
temperature limit of the burner material.
Temperature distribution
v. Easy starting: low pressure and high velocity
in the burner make starting difficult.
Poorly designed burner will start within only a small
range of flight speed and altitudes.
Well designed burner permit easier air restart.
vi. Small size: large burner results in large
frontal area, increase in aerodynamic drag,
decrease in flight maximum speed, high
engine weight, low fuel capacity.
vii. Low smoke burner: smoke is annoying on the
ground. It allows easy tracking of high flying
military aircraft.
viii.Low carbon formation: Carbon deposits block
critical air passages and disrupt air flow along
the liner walls, causing high metal temperatures
and low burner life.
 Construction of nozzles
• Nozzle vanes are cast or forged.
• Nozzle vanes are made hollow to allow a
degree of cooling.
• Nozzle is made of very high strength steel to
withstand the direct impact of the hot, high
pressure, high velocity gas flowing from the
combustion chamber.
• Transpiration cooling allows to increase the
turbine inlet temperature.
Transpiration cooling
 Transpiration cooling
• It is a method in which the air flows through
many small holes in a porous airfoil made
from a sintered wire mesh material.
 Impulse turbine and reaction turbine

Impulse turbine
In impulse turbine the gases entering the nozzle
diaphragm are expanded into atmospheric
pressure.
All the pressure energy of the gas will be
converted into kinetic energy. Hence no
further pressure drop can occur across the
blades.
 Impulse turbine

Vector analysis of turbine gas flow

Impulse turbine
 Impulse turbine
The impulse force is resolved into two
components.
The parallel component acts in the plane of
rotation and causes the turbine wheel to
rotate.
The axial component acts as a thrust along the
centre line of the shaft and has to be taken up
by a thrust bearing.
Reaction turbine
 Exhaust system
The exhaust duct takes the relatively high
pressure, low velocity gas leaving the turbine
wheel and accelerates it to sonic or supersonic
speed through the nozzle at its rear.
Exhaust duct reduce any swirl in the gas as it
leaves the turbine and creates an axial flow
component.
Exhaust system

Nozzle
 Exhaust system

Exhaust duct with straightening vane

 Exhaust Nozzles
2 types:
i) Convergent type
ii) Convergent divergent type
 Exhaust Nozzles
i) Convergent type
• It is designed to maintain a constant internal
total pressure and produce sonic velocities at
the nozzle exit.
• Each individual gas molecule is being squeezed
by the converging shape and pushed from
behind. This causes the velocity to increase.
 Exhaust Nozzles
ii. Convergent divergent type
 Sound suppression
• Noise problem created by take off, landings
and ground operations.
• Near total silence - 0 dB
• A whisper - 15 dB
• Normal conversation - 60 dB
• A car horn - 110 dB
• A rock concert or a jet engine - 120 dB
• A gunshot or firecracker - 140 dB
Comparison of the level of sound from various sources.
 Sound suppression
• Noise level can be brought down by reducing
the exhaust velocity and increasing the mixing
area.
• Exhaust velocity of turbofan is lower than
turbojet.
• High bypass ratio turbofan has lower noise
level due to elimination of inlet guide vanes
and reduction of siren effect.
 Sound suppression
• Fan engines do not need sound suppressor.
• Sound suppressor is used to lower the sound
about 25dB to 30dB and to change its
frequency, with minimum sacrifice of engine
thrust and additional weight.
 Sound suppression

Jet engine produces maximum noise in speech frequency

 Sound suppression
Types
i) Ground suppressor.
ii) Airborne suppressor.
Sound suppression

Ground suppressor.
Sound suppression

Airborne suppressor.
Sound suppression

Airborne suppressor.
 Sound suppression

Sound level intensities are reduced by sound suppressor

 Sound suppression
Source of sound
i) Turbulence due to mixing of hot high velocity
jet exhaust with cold low velocity
atmospheric air.
ii) Turbulence increases with increase in
temperature.
 Sound suppression
Protection against sound

Ear insert
 Sound suppression
Protection against sound

Ear protectors
 Sound suppression
Protection against sound

Acoustical treatment
 Thrust reversal
• Devices used to slow down the aircraft quickly
after landing.
• Reverses the direction of engine thrust by
reversing the exhaust gas stream.
 Thrust reversal
Types
1. Post exit or target type.
2. Pre exit using cascades or blocker/deflector
doors.
 Thrust reversal

Types of thrust reversers in use

 Thrust Augmentation
• It is a method to increase the thrust produced
by gas turbine engine, when the outside
condition are not suitable for smooth running
of the engine.
 Methods of thrust augmentation
1. Water injection
2. Afterburner
 1. Water Injection
• Injection of a mixture of water and methanol
either to compressor inlet or to combustion
chamber.
• It is used to increase the density of air and cool
the combustion chamber walls.
• Methanol prevents the freezing up of water,
since methanol has low melting point.
• Fuel flow is not reduced during water injection.
 1. Water Injection
• Water injection system are very heavy.
• It causes thermal shock to the engine.
 Afterburner or Reheating

• It is the method of periodically augmenting

thrust.
• Fuel is added to the exhaust and combusted.
• Used during takeoff and climb .
• Extensively used in fighter air crafts.