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1.15. GENERAL
Because of the many types of turbine engines, it is not possible to list all the major
components and have the list apply to all engines. Several components are common to
most turbine engines, and a knowledge of these will be helpful in developing a further
understanding of aviation gas turbine engines. This section discusses the major engine
sections individually.
Fundamentals of
1.16. ENGINE TERMINOLOGY
Engine terminology must be explained at this point to enable you to understand the terms
used in discussing gas-turbine-engine operating theory explained in this course.
Directional references are shown in figure 1.9. Table I shows engine symbols and
abbreviations commonly used.
formation of ice that might prove damaging to the engine. Anti-icing systems are
discussed further in the lesson covering the engines they may be installed on.
temperature and 29.92" Hg barometric pressure, with 0 percent relative humidity and 0
ram air, air density is .07651 pound per cubic foot. Under these conditions, 40.9 cubic
feet per second times .07651 pound per cubic feet equals approximately 3.13 pounds per
second air flow through the engine. If the air density at the compressor inlet is less than
on a standard day, the weight of air flow per second through the engine is less than 3.13
pounds per second. If N1 is less than 100 percent rpm on a standard day, the weight of air
flow per second through the engine will be less than 3. 13 due to decreased volume flow
at lower rpm. Because of this, N1 rpm varies with the power output. If output power is
increased, N1 rpm will increase and vice versa. Thus, the weight of air pumped by the
compressor rotor is determined by rpm and air density.
Compressor efficiency determines the power necessary to create the pressure rise of a
given airflow, and it affects the temperature change which takes place in the combustion
chamber. Therefore, the compressor is one of the most important components of the gas
turbine engine because its efficient operation is the key to overall engine performance.
The following subparagraphs discuss the three basic compressors used in gas turbine
engines: the centrifugal-flow, the axial-flow, and axial-centrifugal-flow compressors. The
axial-centrifugal-flow compressor is a combination of the other two and operates with
characteristics of both.
Centrifugal-flow compressor. Figure 1.12 shows the basic components of a centrifugalflow compressor: rotor, stator, and compressor manifold.
ruggedness are the principal requirements rather than small frontal area and ability to
handle high airflows and pressures with low loss of efficiency.
Axial-flow compressor. The air is compressed, as the name implies, in a direction parallel
to the axis of the engine. The compressor is made of a series of rotating airfoils called
rotor blades, and a stationary set of airfoils called stator vanes. A stage consists of two
rows of blades, one rotating and one stationary. The entire compressor is made up of a
series of alternating rotor and stator vane stages as shown in figure 1.13.
a car is driven during a rain or snow storm. The rain or snow falling in a vertical direction
strikes the windshield at an angle due to the horizontal velocity of the car.
In conjunction with the change of airflow direction, the velocity of the air is increased.
Passing through the rotating compressor blades, the velocity is decreased, and a gain in
pressure is obtained. When leaving the trailing edge of the compressor blades, the
velocity of the air mass is again increased by the rotational effect of the compressor. The
angle of entry on to the stationary stator vanes results from this rotational effect as it did
on the airflow onto the compressor.
Passing through the stationary stator vanes the air velocity is again decreased resulting in
an increase in pressure. The combined action of the rotor blades and stator vanes results
in an increase in air -pressure; combined they constitute one stage of compression. This
action continues through all stages of the axial compressor. To retain this pressure
buildup, the airflow is delivered, stage by stage, into a continually narrowing airflow
path. After passing from the last set of stator vanes the air mass passes through exit guide
vanes. These vanes direct the air onto the centrifugal impeller.
The centrifugal impeller increases the velocity of the air mass as it moves it in a radial
direction.
Compressor stall. Gas turbine engines are designed to avoid the pressure conditions that
allow engine surge to develop, but the possibility of surge still exists in engines that are
improperly adjusted or have been abused. Engine surge occurs any time the combustion
chamber pressure exceeds that in the diffuser, and it is identified by a popping sound
which is issued from the inlet. Because there is more than one cause for surge, the
resultant sound can range from a single carburetor backfire pop to a machinegun sound.
Engine surge is caused by a stall on the airfoil surfaces of the rotating blades or stationary
vanes of the compressor. The stall can occur on individual blades or vanes or,
simultaneously, on groups of them. To understand how this can induce engine surge, the
causes and effects of stall on any airfoil must be examined.
All airfoils are designed to provide lift by producing a lower pressure on the convex
(suction) side of the airfoil than on the concave (pressure) side. A characteristic of any
airfoil is that lift increases with an increasing angle of attack, but only up to a critical
angle. Beyond this critical angle of attack, lift falls off rapidly. This is due largely to the
separation of the airflow from the suction surface of the airfoil, as shown in the sketch.
This phenomenon is known as stall. All pilots are familiar with this condition and its
consequences as it applies to the wing of an aircraft. The stall that takes place on the
fixed or rotating blades of a compressor is the same as the stalling phenomenon of an
aircraft wing.
allowing the blades to move, vibrational stress is reduced during start and shutdown.
Stator vanes, shown in figure 1.16, can be either solid or hollow construction, and are
connected together at their tips by a shroud. This shrouding serves two purposes. First, it
provides support, and second, it provides the necessary air seal between rotating and
stationary parts. Most manufacturers use the split compressor cases, while some others
favor a weldment, forming a continuous case. The advantages of the split case lie in the
fact that the compressor and stator blades are readily available to inspection. The onepiece case offers simplicity and strength because it is one piece; in most instances, it is a
principal structural part of the engine and is usually made of cast aluminum, magnesium,
or steel. Figures 1.16 and 1.17 show shrouded compressor stators in both the split case
and the one-piece case.
contain the same basic elements: a casing or outer shell, a perforated inner liner or flame
tube, fuel nozzles, and some means of initial ignition. The combustion chamber must be
of light construction and is designed to burn fuel completely in a high velocity airstream.
The combustion chamber liner is an extremely critical engine part because of the high
temperatures of the flame. The liner is usually constructed of welded high-nickel steel.
The most severe operating periods in combustion chambers are encountered in the engine
idling and maximum rpm ranges. Sustained operation under these conditions must be
avoided to prevent combustion chamber liner failure.
The annular-type combustion chamber shown in figure 1.18 is used in engines of the
axial-centrifugal-flow compressor design. The annular combustion chamber permits
building an engine of a small and compact design. Instead of individual combustion
chambers, the primary compressed air is introduced into an annular space formed by a
chamber liner around the turbine assembly. A space is left between the outer liner wall
and the combustion chamber housing to permit the flow of secondary cooling air from the
compressor. Primary air is mixed with the fuel for combustion. Secondary (cooling) air
reduces the temperature of the hot gases entering the turbine to the proper level by
forming a blanket of cool air around these hot gases.
combustion area is controlled by small louvers located in the inner dome, and by round
holes and elongated louvers along the length of the liner. Airflow into the combustion
area is controlled by small louvers located in the inner dome, and by round holes
elongated louvers along the length of the liner.
The stationary part of the turbine assembly consists of a row of contoured vanes set at a
predetermined angle to form a series of small nozzles which direct the gases onto the
blades of the turbine rotor. For this reason, the stationary vane assembly is usually called
the turbine nozzle, and the vanes are called nozzle guide vanes.
Single-rotor turbine. Some gas turbine engines use a single-rotor turbine, with the power
developed by one rotor. This arrangement is used on engines where low weight and
compactness are necessary. A single-rotor, single-stage turbine engine is shown in figure
1.24, and a multiple-rotor, multiple-stage turbine engine is shown in figure 1.25.
1.25. SUMMARY
The gas turbine engine has five major sections: inlet, compressor, combustion, turbine,
and exhaust. Engine terminology includes directional references, engine stations, and
model designations.
Gas turbine engine construction is not limited to one type of compressor. The compressor
may be either centrifugal or axial or a combination of the two. Compressors are made in
single or multiple stage assemblies.
Three basic types of combustion chambers are in use: the annular, can, or a combination
of the two called can-annular or cannular.
Gas turbine engines may use either an axial-flow turbine or a radial-inflow turbine. The
turbine section may have a single- or multiple-stage turbine. The hot exhaust gases are
exhausted overboard through the exhaust section. Exhaust ducts used on helicopters are
divergent. The ducts used on fixed-wing aircraft may be of the convergent type.