FACULTY OF ENGINEERING AND APPLIED SCIENCE

MECE4410U Fossil Fuel Energy Conversion

LABORATORY REPORT
Course Instructor: Dr. Bale Reddy
Lab Instructor: Dr. Qui Shi

LAB REPORT #: 4
LAB GROUP NUMBER #:
LAB GROUP MEMBERS
#
1

Surname

Name

Kumaravelautham

ID

Vinoth

Signature

100344945

2
3
4
Remarks:

If one in group cheats, the entire group will be responsible for it.
Plagiarism and dishonesty will not be tolerated.
The group member(s), who dont sign the report, will be considered not contributed and given zero for the
report.
This cover sheet should be fully completed.
All reports should be submitted in two weeks to Lab Instructor during the lab session.

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Table of Contents
Page #

Introduction..................................................1
Theoretical Background...............................1
Experimental Unit and Procedure........2
Results and Discussion.................................................................4
Conclusions...................................
Acknowledgement (if applicable).............................................
Nomenclature..........................................................
References
Appendix (if applicable).

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Introduction
In this experiment, the objective is to observe and analyze the performance of operating
jet engine. This experiment is key in understanding the fundamental component of Brayton
cycle, which involves a gas turbine power cycle. This turbine is used for many applications such
as aircraft, ships, and as part of power plant operation to generate electricity. The main
components of this system is a compressor, combustion chamber, and a turbine (Figure 1). Fossil
fuel used is diesel, however the fuel used may vary depending on the use and purpose or
performance requirement of the engine.
Simple theory behind Brayton cycle process is as follows.

Air is compressed through the compressor

Compressed air is then burned in the combustion chamber at constant pressure
The hot gas from the chamber is then directed to expand through a turbine to produce net
work/power. The turbine also works to run the compressor as well.

Figure 1: An open-cycle gas turbine engine

Theoretical Background
As mentioned in the earlier section, there are three main components to the Brayton cycle
system. There are 4 stages/state at which fuel/gas conditions vary WRT temperature and pressure
and mixture level. At stage 1, low-pressure air is drawn into the compressor. The air exits the
compressor at stage 2 at high pressure. The high pressure air and fuel is then mixed and then
burnt in the combustion chamber, which results in hot gases at stage 3. The hot gases then
expand in through the turbine, which produces power. In general, the cycle consist of a nozzle
after the turbine. There are 4 main processes, which occur between the stages, see below [1].
1-2: Isentropic Compression Air is compressed with constant entropy
37

2-3: Reversible constant pressure heat addition Fuel and air is mixed at constant pressure to
generate hot gasses
3-4: Isentropic Expansion hot gases are expanded through turbine at constant entropy
4-1: Reversible Constant Pressure Heat Rejection: Exhaust and intake in the cycle
These turbines are compact and have a high power to weight ratio, therefore they are preferred
over the steam/water turbines. It is ideal for aircrafts, and other applications where the weight of
the equipment is important for the efficiency of the system. For example, aircraft turbines
operates on a jet propulsion cycle. In ideal jet propulsion cycles the gases are not expanded to
ambient pressure, because the turbine power is only needed to power the compressor and other
equipment (Net work output = 0). The gases are released after turbine in aircrafts and similar
applications have a nozzle in place to propel aircrafts. The burnt fuel and gases exit opposite to
the motion of the aircrafts. Either large or small mass of fluid can be used to propel the aircrafts.
Large mass for propeller driver systems, and small mass for jet or turbojet driven systems
(Figure 2). As for Brayton cycle turbines used in power plants, they are intended to also generate
power thus the gases are expanded to ambient pressure.

Figure 2: Turbojet engine - high temperature and high pressure gases are accelerated
through nozzle [1].

Experimental Unit and Procedure

Note: Since the experiment was performed fully by the teaching assistant, refer to the laboratory
manual 4 for exact procedure, [1].
Turbojet engine was operated by the teaching assistant, and the data was collected for
analysis of the system. The experimental unit used is shown below in Figure 3 along with all
components within the gas turbine.

38

Figure 3: Turbojet engine, schematic of the system and location of each stages
Although the experiment was conducted by the teaching assistant, some safety procedure was
followed. Students were to stand at a safe distance from the exhaust of the turbine, and we
responsible for wearing safety goggles. Refer to Laboratory manual 4 for exact safety procedure
followed by teaching assistant [1].

Results and Discussions

1.
39

Table 1: Results for turbine rotation speed of approximately 55 000 rpm

Experiment Date
Atmospheric Pressure
P0
Compressor Inlet
Pressure, P1
Compressor Exit
Pressure, P2
Turbine Inlet
Pressure, P3
Turbine Exit Pressure,
P4
Exhaust Gas Pressure,
P5
Fuel Flow (L/h)

11/11/2014
101.325 kPa

Thrust (N)

45.26

2.44
86.53
86.00
6.19
4.71
10.36

Time
Atmospheric
Temperature, T 0
Compressor Inlet
Temperature, T 1
Compressor Exit
Temperature, T 2
Turbine Inlet
Temperature, T 3
Turbine Exit
Temperature, T 4
Exhaust Gas
Temperature, T 5
Turbine Rotation
Speed (RPM)

46.54
20
12.18
77.08
489.47
608.22
418.03
55094

Table 2: Results for turbine rotation speed of approximately 65 000 rpm

Experiment Date
Atmospheric Pressure
P0
Compressor Inlet
Pressure, P1
Compressor Exit
Pressure, P2
Turbine Inlet
Pressure, P3
Turbine Exit Pressure,
P4
Exhaust Gas Pressure,
P5
Fuel Flow (L/h)

11/11/2014
101.325 kPa

Thrust (N)

56.32

3.95
146.26
145.80
15.16
10.654
15.57

Time
Atmospheric
Temperature, T 0
Compressor Inlet
Temperature, T 1
Compressor Exit
Temperature, T 2
Turbine Inlet
Temperature, T 3
Turbine Exit
Temperature, T 4
Exhaust Gas
Temperature, T 5
Turbine Rotation
Speed (RPM)

72.34
20
11.55
104.52
547.04
618.76
461.02
65009

Table 1: Results for turbine rotation speed of approximately 75 000 rpm

40

Experiment Date
Atmospheric Pressure
P0
Compressor Inlet
Pressure, P1
Compressor Exit
Pressure, P2
Turbine Inlet
Pressure, P3
Turbine Exit Pressure,
P4
Exhaust Gas Pressure,
P5
Fuel Flow (L/h)

11/11/2014
101.325kPa

Thrust (N)

84.25

6.52
214.57
214.02
20.39
17.81
21.37

Time
Atmospheric
Temperature, T 0
Compressor Inlet
Temperature, T 1
Compressor Exit
Temperature, T 2
Turbine Inlet
Temperature, T 3
Turbine Exit
Temperature, T 4
Exhaust Gas
Temperature, T 5
Turbine Rotation
Speed (RPM)

91.54
20
11.07
143.90
639.97
643.78
508.2
75308

2.

Compressor Exit/Inlet Pressure vs Time

250
200

Pressure, kPa

150

Inlet Compressor
Pressure vs time

100

Compressor Exit
Pressure vs time

50
0

50

100

150

Time (s)

Figure 3a: Compressor Exit/Inlet Pressure vs Time

41

Compressor Inlet/Exit Temperature vs time

180
160
140
120

Temperature, C

Inlet Compressor
Temperature vs time

100
80

Exit Compressor
Temperature vs time

60
40
20
0

50

100

150

Time (s)

Figure 3b: Compressor Inlet/Exit Temperature vs Time

Turbine Exit/Inlet Temperature vs Time

800
700
600
Turbine Exit
Temperature vs Time

500

Temperature, C 400

Turbine Inlet
Temperature vs Time

300
200
100
0

50

100

150

Time (s)

Figure 3c: Turbine Exit/Inlet vs Time

42

Turbine Inlet/Exit Pressure vs Time

250
200
150

Turbine Inlet Pressure

vs Time

Pressure, kPa 100

Turbine Exit Pressure

vs Time

50
0

0
-50

50

100

150

Time (s)

s
Figure 3d: Turbine Inlet/Exit Pressure vs Time

Fuel Flow Vs Time

25
20
15

Fuel Flow L/hr

10
5
0

20

40

60

80

100

120

140

Time (s)

s
Figure 3e: Fuel Flow vs Time

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Thrust vs Time
90
80
70
60
50

Thrust, N 40
30
20
10
0

20

40

60

80

100

120

140

Time, (s)

s
Figure 3f: Thrust vs Time
Discussion
Both compressor outlet pressure and temperature rises continuously until it peaks at about
100s then it drops slightly (Figure 3a and 3b). The pressure drops much faster than the
temperature. In the exit pressure readings, the pressure drops a little different times, however the
overall plot shows gradual increase (Figure 3a). Turbine inlet/exit temperature plot peaks very
quickly (Figure 3c). Then it fluctuate but the peak value remains constant. As for pressure at inlet
is same as compressor exit pressure, therefore it looks similar to that plot, where it increases with
time (Figure 3d). However the turbine exit pressure is very low, much like the inlet compressor
pressure profile, but it still increases very slowly. Both thrust vs time and fuel flow vs time show
similar relations as they both increase until peak compressor exit pressure point at about 98s,
(Figure 3e and Figure 3f). The fuel flow plot shows a sudden drop in fuel flow right after the
start, but then it quickly increases at normal rate.
3. Specific Enthalpy for each speed at each stage, calculated using EES software.
At 55000rpm,
h1=285.8

kj
kj
kj
, h2=781.6 , h3=912.7 , h4 =704.3 kj/kg
kg
kg
kg

At 65000 rpm,
kj
kj
kj
, h =378.6 ,h 3=844.8 ,h 4=924.5 kj/kg
kg 2
kg
kg
At 75000 rpm,
h1=285.2

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h1=284.7

kj
kj
kj
, h =418.5 , h3=948.3 , h 4=952.5 kj/kg
kg 2
kg
kg

4. Specific work done by the compressor (1-2) and turbine (3-4):

Since T3 value is less than T4 value until about 75000 rpm, we will only calculate work for
75308 rpm as shown in Table 3.
Compressor:
=( h2 h1 ) W
=418.5284.7
W
=133.8 kj/kg
W
Therefore the compressor work is 133.8 kj/kg.
Turbine:
out =( h3h4 ) W
out =952.5948.3
W
out =4.2 kj/kg
W
Therefore the turbine work output is 4.2 kj/kg

5.

Specific energy added by the fuel is,

For 55 000rpm,
Q =h3h2=912.7
For 65 000 rpm,
Q =h3h2=844.8

kj
kj
kj
781.6 =131.1
kg
kg
kg
kj
kj
kj
378.6 =466.2
kg
kg
kg

For 75 000 rpm,

Q =h3h2=9 48.3

kj
kj
kj
418.5 =529. 8
kg
kg
kg

6. Specific Work and Efficiency of the cycle

Specific work done by the cycle is,
W net =W c +W t =133.8

kj
kj
+4.2 =138 kj/kg
kg
kg

Efficiency of the cycle for 75000rpm,

45

kj
kj
+ 133.8
W +W C
kg
kg
n= t
=
=0.2626 ,
Qin
kj
529.8
kg
Therefore theefficiency of the cycle is about 26
4.2

7. Thrust Specific Fuel Consumption (TSFC), with Fuel/Air ratio of 1/14. Diesel density of
0.82lkg/l

At 55000rpm,
TSFC=

( Fuel Flow rate )

=
Thrust

At 65000rpm, ,
TSFC=

10.36

(
(

l
0.82 kg /L
hr
3600 s
=5105 kg /s
45.26 N

15.57

( Fuel Flow rate )

=
Thrust

21.37

At 75000rpm, ,
TSFC=

( Fuel Flow rate )

=
Thrust

l
0.82 kg /L
hr
3600 s
=6.3105 kg /s
56.32 N

)
)

l
0.82 kg /L
hr
3600 s
5
=6.610 kg /s
84.25 N

Conclusion
In conclusion, this experiment was conducted to better understand the Brayton cycle by
observing and analyzing the performance of a turbojet engine. There are several observations
made during the analyses. The compressor inlet and turbine outlet pressures are very low, and
similar. The pressures at stage 2 and 3 are theoretically same, however the actual values from this
experimental data vary slightly. The temperature after the combustion chamber is supposed to be
the highest, however some data show that the temperature at stage 3 is slightly lower than
temperature at stage 4 until it reaches certain turbine rotational speed. In this experiment, the
speed was around 67000rpm, where the stage 3 and 4 temperatures meet the theoretically
expected values. The differences were small but it was expected, because the fuel doesnt
completely burn within the combustion chamber. Fuel flow and thrust are both directly
proportional to time and speed of the turbine. Using cleaner fuel would increase the efficiency of
the system as the calculated efficiency of this cycle is very low at about 26%. Specific energy
added by the fuel shows a gradual increase with increasing speed and fuel flow. As more fuel is
added, more energy is added to the cycle. Turbine work output is very low, this is due the
temperature difference at the inlet and exit of the turbine. The thrust specific fuel consumption
increases with increasing speed as expected.

46

References
[1] - Laboratory Manual 4: TurboJet Engine. MECE4410U: Fossil Fuel Energy Conversion.
Laboroatory FEAS. UOIT. Fall 2014.

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