GATE AE 2019 Solutions

Propulsion Lab Manual
DEPARTMENT OF AEROSPACE
UNIVERSITY OF PETROLEUM & ENERGY STUDIES
DEHRADUN
ISO 9001:2008 CERTIFIED
ISO 14000:2004 CERTIFIED
Foreword
Propulsion lab in the university of Petroleum and Energy Studies provides a
facility to understand the basic of aircraft turbojet engine, gas turbine engine,
compressor, turbine and diffuser and their manufacturing and challenges for
undergraduates of the University.
UNIVERSITY OF PETROLEUM AND ENERGY STUDIES, DEHRADUN
SECTION: AEROSPACE LAB
PLANNING OF QUALITY OBJECTIVES
Quality Objective
Impart practical knowledge of AEROSPACE and TECHNOLOGY through technical aspects of

manufacturing, maintenance and innovation in the field of aerospace. This will enhance the
understanding of the theoretical knowledge and practical as well as help the students in their
future career.
Details of planning: Planning to impart basic engineering practical knowledge in various
aspects of Aerospace Engineering
Base line of  No. of experiments conducted: 6-8 Experimental Manual and
preceding period Workbook have been maintained.
2017-18  In addition conducted Viva-voice regularly and perform
continue comprehensive evaluation to check the students
understanding of the subject matter.
 Appearance in practical examination and viva-voice to
evaluate their in-depth understanding of the practical aspects of
the subjects taught.
Planned Target for  Minimum No. of experiments to be conducted: 8 if possible 12
2018-19  Prepare the Objective type questions for various interview to
check practical knowledge of students
Responsibility Lab Assistant/ Lab In charge
Inputs required  chemicals
 fuel( kerosene, butane, diesel)
 compressor and turbine blades blades
Action Plan
Reviews Review date:

Review observations: Multiple choice questions & Viva-Vice
Action Taken:
Prepared By: Lab In-charge/Lab Assistant Approved By

Copy to: MR for information of Chancellor General Head of Department
Aerospace Department
Propulsion lab equipment details
SR Apparatus Supplier’s
No. name
1 R29-B Turbojet Engine Air force
2 Axial Flow Fan Test Rig Legion

Brothers
3 Combustion Laboratory Unit Legion
Brothers
4 Cascade Wind Tunnel Legion
Brothers
5 Diffuser Test Rig Legion
Brothers
6 GAS Turbine Engine Test Rig Legion
Brothers
EXPERIMENT NO. 1
TO STUDY TURBOJET ENGINE

EXPERIMENTAL SET-UP USED:
GENERAL DESCRIPTION OF AN R-29 TYPE 55 AERO ENGINE
1. Engine 55B is a turbojet, twin spool, gas turbine, reheat type engine, designed for operation on
aircraft, type 32-29L. The engine is installed on aircraft from frame No. 22 to 31. It consists of the
following major assemblies and systems:
2. An axial eleven stage compressor, including five stages low pressure rotor (low pressure spool)
and six stage high pressure rotor (high pressure spool).The LP and HP rotors are located in tandem
and are driven by separate turbines running at different speeds.
3. An annular combustion chamber employing two circular fuel manifolds (main and primary)
with eighteen duplex, two nozzle swirl type burners.
4. Ignition of the fuel air mixture during engine starting is accomplished by the two igniters.
5. An axial, two stage gas turbine including 1st (high pressure) stage and 2nd (low pressure) stage.
The turbine rotor blades and nozzle diaphragm vanes are cast, air cooled. The cooling air supply
provides for maintaining the required temperature of the blade (vanes) walls.
6. An after burner with variable area, hydraulically controlled jet nozzle. The operating fluid is
kerosene fed into the actuating cylinders from the engine fuel system. The jet nozzle control system
provides for smooth variation of the critical flow area with in the entire engine operating range.
7. An accessory drive gear box: The accessory drive gear box is located at the bottom of the engine,
which provides for free access to the accessories during engine maintenance in service.
8. Lubrication and breathing system: Providing for oil feed to all bearings and breathing of engine
internal parts via a centrifugal breather, as well as normal operation of the engine in any flight
condition. An oil tank and cooler unit installed on the engine and incorporating an oil tank and two
high pressure fuel cooled oil coolers ensure complete independence of the lubrication system.
9. The lubrication system may be filled under pressure, the oil level in the tank being checked by
reference to the respective gauge glass.
10. Fuel Supply and Regulation System: It provides the required fuel delivery into the combustion
chamber, afterburner as well as into the jet nozzle hydraulic cylinders and also providing for
automatic control (in conjunction with the electrically operated system) of the power settings,
speed and exhaust gas temperature.
11. In case of failure of the automatic fuel regulation system normal engine operation is ensured
by the use of the standby control system providing for manual engine control, afterburner cut-out
and jet nozzle flaps closing to the MAXIMUM position, gas temperature regulator cut out with
subsequent change over, PT=P2/P4 const, regulator and HP rotor speed limitation.
12. Should the engine rods bend or break, provision is made for keeping the fuel metering unit
lever in the initial position of shifting it towards the MAXIMUM position (92 to 95% N1 rpm).
13. Automatic Starting System: A self-contained automatic starting system employing turbo starter
TS-21 for turning the high pressure rotor. During engine starting use is of either an external power
supply source or the aircraft batteries (self-powered starting).
14. In flight the rotor are spinned by ram air. To ensure reliable engine starting at a high altitude,
provision is made for feeding the ignition with oxygen.
15. Electrical System: It consists of power supply sources, starting units, turbo starter, main and
afterburner ignition, engine power control monitoring and signaling devices.
16. System for Measurement and Control of Exhaust gas Temperature: It provides automatic
maintenance of the preset temperature level by controlling the jet nozzle. The system produces the
HIGH TEMPERATURE (VT) signal as soon as the preset exhaust gas temperature is exceeded by
70±15 °C.
17. System for Prevention of Overheat: It works in response to the HIGH TEMPERATURE signal
and operation of surge warning unit¬ SSPI-l & 2 for elimination of engine surge.
18. Air Bleed System: It is designed for air supply to the respective aircraft services and for hot
air supply to the air intake heating system, so as to ensure normal operation of the engine in any
atmospheric conditions.
19. Control System: It is for providing engine control by means of one throttle lever (throttle
control lever) through the medium of reheat thrust controller AFT, connected with fuel metering
unit ADT and with the nozzle/reheat controller RSF. The control system ensures engine operation
at the following power settings:
(a) ZMG : Ground Idling.
(b) PMG : Flight Idling.
(c) KR : Cruise.
(d) M : Maximum.
(e) MF : Minimum Reheat.
(f) CHF : Incremental Reheat.
(g) PF : Full Reheat.

20. Engine Performance Ground Test System: It provides the execution of the scheduled
maintenance operation and adjustment of the engine and electrical control equipment units, as for
detection of troubles with the aid of special test panel or KAPSO vehicle connected to the aircraft.
21. Provision is made in the engine structure for special hatches, permitting inspection of the
compressor blades, combustion chamber and nozzle diaphragm vanes with the aid of an optical
device RVP-496. Besides, if necessary the upper halves of the low pressure or high pressure
rotor casing may be removed in service to permit appropriate repair or dressing of the blades.
GENERAL DESCRIPTION OF AN R-29 TYPE 55 AERO ENGINE
1. Engine 55B is a turbojet, twin spool, gas turbine, reheat type engine, designed for operation on
aircraft, type 32-29L. The engine is installed on aircraft from frame No. 22 to 31. It consists of the
following major assemblies and systems:
2. An axial eleven stage compressor, including five stages low pressure rotor (low pressure spool)
and six stage high pressure rotor (high pressure spool).The LP and HP rotors are located in
tandem and are driven by separate turbines running at different speeds.
3. An annular combustion chamber employing two circular fuel manifolds (main and primary)
with eighteen duplex, two nozzle swirl type burners.
4. Ignition of the fuel air mixture during engine starting is accomplished by the two igniters.
5. An axial, two stage gas turbine including 1st (high pressure) stage and 2nd (low pressure)
stage. The turbine rotor blades and nozzle diaphragm vanes are cast, air cooled. The cooling air supply
provides for maintaining the required temperature of the blade (vanes) walls.
6. An after burner with variable area, hydraulically controlled jet nozzle. The operating fluid is kerosene fed into the
actuating cylinders from the engine fuel system. The jet nozzle control system provides for smooth variation of
the critical flow area with in the entire engine operating range.
7. An accessory drive gear box: The accessory drive gear box is located at the bottom of the engine, which
provides for free access to the accessories during engine maintenance in service.
8. Lubrication and breathing system: Providing for oil feed to all bearings and breathing of
engine internal parts via a centrifugal breather, as well as normal operation of the engine in any flight condition.
An oil tank and cooler unit installed on the engine and incorporating an oil tank and two high pressure
fuel cooled oil coolers ensure complete independence of the lubrication system.
9. The lubrication system may be filled under pressure, the oil level in the tank being checked by reference
to the respective gauge glass.
10. Fuel Supply and Regulation System: It provides the required fuel delivery into the
combustion chamber, afterburner as well as into the jet nozzle hydraulic cylinders and also
providing for automatic control (in conjunction with the electrically operated system) of the
power settings, speed and exhaust gas temperature.
11. In case of failure of the automatic fuel regulation system normal engine operation is ensured
by the use of the standby control system providing for manual engine control, afterburner cut-out
and jet nozzle flaps closing to the MAXIMUM position, gas temperature regulator cut out with
subsequent change over, PT=P2/P4 const, regulator and HP rotor speed limitation.
12. Should the engine rods bend or break, provision is made for keeping the fuel metering unit
lever in the initial position of shifting it towards the MAXIMUM position (92 to 95% N1 rpm).
13. Automatic Starting System: A self-contained automatic starting system employing turbo
starter TS-21 for turning the high pressure rotor. During engine starting use is of either an
external power supply source or the aircraft batteries (self-powered starting).
14. In flight the rotor are spinned by ram air. To ensure reliable engine starting at a high altitude,
provision is made for feeding the ignition with oxygen.
15. Electrical System: It consists of power supply sources, starting units, turbo starter,
main and afterburner ignition, engine power control monitoring and signaling devices.
16. System for Measurement and Con trol of Exhaust gas Temperature: It provides
automatic maintenance of the preset temperature level by controlling the jet nozzle. The
system produces the HIGH TEMPERATURE (VT) signal as soon as the preset exhaust gas
temperature is exceeded by 70±15 °C.
17. System for Prevention of Overheat: It works in response to the HIGH TEMPERATURE
signal and operation of surge warning unit SSPI-l & 2 for elimination of engine surge.
18. Air Bleed System: It is designed for air supply to the respective aircraft services and
for hot air supply to the air intake heating system, so as to ensure normal operation of
the engine in any atmospheric conditions.
19. Control System: It is for providing engine control by means of one throttle lever (throttle control
lever) through the medium of reheat thrust controller AFT, connected with fuel metering unit
ADT and with the nozzle/reheat controller RSF. The control system ensures engine operation
at the following power settings:
(a) ZMG : Ground Idling.

(b) PMG : Flight Idling.
(c) KR : Cruise.
(d) M : Maximum.
(e) MF : Minimum Reheat.
(f) CHF : Incremental Reheat.
(g) PF : Full Reheat.
20. Engine Performance Ground Test System: It provides the execution of the scheduled
maintenance operation and adjustment of the engine and electrical control equipment units, as for
detection of troubles with the aid of special test panel or KAPSO vehicle connected to the aircraft.
21. Provision is made in the engine structure for special hatches, permitting inspection of the
compressor blades, combustion chamber and nozzle diaphragm vanes with the aid of an optical
device RVP-496. Besides, if necessary the upper halves of the low pressure or high pressure rotor
casing may be removed in service to permit appropriate repair or dressing of the blades.
OVERALL DIMENSIONS AND MASS OF ENGINE
1. Overall Dimensions of Engine
(a) Length from the front flange to the nozzle exit 4991.5 +13 – 20 mm. (section with
the inboard shutters open).
(b) Diameter of engine inlet at the joint to aircraft 846 mm.
(c) Diameter across engine combustion chamber 908 mm.
2. Mass of Engine
(a) Mass of engine (including mass of jet nozzle) : 1943:5 + 2% kg

(b) Mass of Jet nozzle : 247 + 2% - 1 k g
PARAMETERS OF ENGINE AT VARIOUS POWER SETTINGS
Rating Thrust SFC N1% JPT 0C Oil Pressure Operation Time

in kg Gd in kgf/cm2
Air Gd
Gd Air Gd Air
Full A/B 11500 1.8 100- 100±0.5 Yellow 3.5±0.5 30 sec No

0.5 sector limit
Mini 9900 1.5 100- 100±0.5 Yellow 3.5±0.5 30 sec No

A/B 0.5 sector limit
Max 8000 0.94 100- 100±0.5 Yellow 3.5±0.5 30 sec No

0.5 sector limit
Cruise 4200 0.75 100- 100±0.5 Yellow 3.5±0.5 30 sec No

0.5 sector limit
Flt Idle _ _ 100- 100±0.5 Yellow 3.5±0.5 30 sec No
0.5 sector limit
Gd. Idle 11500 1000 100- 100±0.5 Yellow 3.5±0.5 30 sec No

ltrs/hr 0.5 sector limit
1. Fire: The fire warning signal is displayed along with audio warning and master
blinker as and when there is actual fire around the engine. Warning is recorded in
FDRS and automatically transmitted in air.
2. Engine overheat: Engine overheat warning signal is displayed under the following
conditions:
(a) Whenever engine exhaust gas temperature exceeds the preset value by 70 ± 15°C. In
this case, the warning will be associated with master blinker audio warning and recorded in FDRS.
Also audio warning will be transmitted in air automatically.
(b) Whenever turbine cooling system fails at higher rat ings. In this case,
warning will be associated with master blinker only.
Note. Presently, all 55B engines have been modified where turbine cooling system remains
ON throughout the range of engine operation mechanically. However, electrical interaction
remains unchanged.
(c) In case, throttle control lever (TCL) is placed ahead of cam-6 of AFT (25 ±
1 0) erroneously, during start on ground or relight in the air. In this case, the warning will be
associated with master blinker only.
(d) In case, turbine vibration exceeds the preset value during engine operation
(appl i cabl e t o ac d e pl o yed wi t h warning unit BI-2-3 only). In this
case too the master blinker will come ON.
3. Oil System Failure: It comes ‘ON' in two cases:
(a) When oil pressure is less than 1.1 ± 0.3kg/cm 2, in this case 'SORTS', light will blink
and audio signal will indicate oil system failure. And also being recorded in
flight data recording system (FDRS).
(b) When metal particles are present in the Oil system, the 'SORTS' signal will
not come "ON" but audio signal will indicate the failure in the oil system.
4. Engine Alternate Fuel Supply: It comes 'ON' in the following three conditions:
(a) When Engine Manual control switch is put ‘ON’.
(b) When 'EMERGENCY JET NOZZLE CLOSING switch is put 'ON'.
(c) When T 4, temperature regulation system fails. In this case it is necess ar y,
t o swit ch off thermo-regulator switch. In case of T 4 temperature control
system failure, the audio warning will be played by RI-65.
5. Ignition OFF: Display of Ignition OFF panel indicates that the main ignition unit (AZOK)
is into operation. It comes ON during starting, relight and operation of anti-surge system.
6. 600 lit. Fuel Remainder: This warning light glows as and when fuel level falls below 600
ltrs in service tank (tank-2) only. It is associated with master blinker, audio warning and
recorded in FDRS.
7. No Fuel Boost: This warning light glows as and when there is no fuel in service tank or
both the electrical booster pumps have failed. It is associated with master blinker, audio
warning and recorded in FDRS.
8. Maximum: It gives signal about engine 'MAX' operating conditions.
9. Reheat: It gives signal about engine After-burner operating conditions.
10. Tank-1, 1A and 3 Pumps: These indications are the flickering lights. These indications glow
if there is no fuel in the respective tank or the pump has failed.
11. TS Temp. It indicates that turbo starter temperature is above normal during starting cycle.
Display of warning lamp in initial 10 sees of starting cycle indicates, the TS exhaust gas
temperature has exceeded 1000°C. In case of display after 10 sees indicates, the temperature
has exceeded 760°C.
Note. It should not remain 'ON' for more than 2 to 3 seconds in first 10 seconds of operation, in case
of aircraft not deployed with cruise mode temperature warning units (SOT-1M4 and SOT-1M-8). In
case of aircraft deployed with cruise mode temperature warning units, TS temperature warning light
is not permitted to come 'ON'. However, in initial 10 sees it is permitted to flicker once for the time
not exceeding 0.10 to 0.3 sees.
12. TS Doors open: It indicates that turbo starter air intake and exhaust doors are open. During
engine operation, the doors get closed as and when engine rpm exceeds N2 88%. The doors
will get open when the throttle is shifted below the operation of cam '1' of AFT (4±1°) with
undercarriage extended.
13. Engine Control: Engine is controlled from the cockpit by the throttle control lever and the
control units which consists of:
(a) AFT-300 TM-1 Reheat thrust controller.

(b)ADT-55B-2 Main fuel flow metering unit.
(c) RSF-55B Nozzle/ reheat controller.
14. Engine control units are connected kinematically t o each other with control rods in turn
to the throttle control lever. The movement is transferred linearly from AFT to RSF,
whereas movement is non-linear in case of AFT to ADT.
READING OF VARIOUS GAUGES
1. Fuel Content Gauge: This gauge indicates the fuel quantity present in the aircraft tanks and also
the rate of fuel consumption. This gauge is to be set manually after every replenishment of fuel tanks by pressing
and turning a knob provided on adjacent to the gauge. The gauge reads up to 8400 liters. One big
division indicates 1000 liters and it is further divided into 5 equal parts. So one small division indicates 200 liters.
The gauge is located on front console and center of the gauge is marked with yellow paint.
2. JPT Gauge: This gauge is used to indicate the T*4 temperature and is colored in three different
zones, blue, yellow and red respectively. The ranges of these zones (approx.) are as follows:
BLUE ZONE (sector): 650°C to 710°C.

YELLOW ZONE (sector): 710°C to 850°C.
RED ZONE (sector): 850°C to 890°C.
3. This gauge is located just below the RPM gauge and marked with red paint in the center. The
last two divisions indicate in a step of 50°C (200 to 300°C). The 3rd division to 10th
division in a step of 20°C. Then again after 10th division, two divisions are marked in a step
of 50°C (1000 to 11oo°C).
4. RPM Gauge: This gauge indicates the N1 and N2 RPM of engine. There are two needles in
this gauge engraved with N1 and N2 on to them. The gauge is divided into 10 equal parts.
One big division indicates 10% up to 100% of RPM. Further, one big division is divided into
10 equal parts thereby one small division indicates 1% of RPM. The gauge is located on front
console top side.
Note. The JPT gauge is to be re-marked after engine change as per log book value.
5. Hydraulic Pressure Gauge: This gauge indicates both main and booster hydraulic pressures.
The top side graduation reads booster hydraulic pressure and bottom reads main hydraulic
pressure. The gauge is located in front console panel. One big division indicates 100 kg/cm2
pressure. It is further divided into five equal parts; one small division indicates 20 kg/cm2. To
read accumulator pressure on this gauge, the battery and PTO inverter is to put ‘ON'. The
gauge must read 80 + 5 kg/cm2 pressure. The gauge is located on front console bottom above
the voltage gauge.
6. Voltmeter: This gauge is located on bottom front console panel bottom and indicates the
voltage of the aircraft storage battery. This gauge is divided into three divisions, one big
division shows 10 volts and further the division is divided into 10 equal parts. The one small
division indicates 1 volt.
7. Peak Hour Meters: These gauges are located in right side landing gear wheel bay. The main
peak hour meter (SNMF) records the total engine operational hours from maximum rating to
full afterburner rating including both. The additional meter (SNFCH) records the engine
operational hours at minimum afterburner and incremental afterburner ratings. Both the gauges
are of similar type. The gauge have three needles which indicates the time separately as
follows:
Big black needle reads: 0 to 10 hours.
Red needles reads: 10 to 100 hours.
Small black needle reads: 100 to 1000 hours.
8. The gauge is having two scales. The outer scale is read by big black needle divided upto 10
hours in 10 equal parts. The divisions are numbered as 0,1,2,3 and so on. One big division
shows 1 hour. Further the big division is divided into 10 equal parts and one small division
indicates 6 minutes. The inner scale is also divided into 10 equal parts numbered as 0, 10,
20 upto 90. One big division for red needle indicates 100 hours. This big division, is further
divided into 5 equal parts and one small division, indicates 2 hours for red needle and 20 hours
for small black needle.
Note: When reading the gauge, the hour indicated by small black needle must be read first, then by
red needle and finally the hours indicated by big black needle.
9. Brake Pressure Gauge. This gauge is used to know the brake pressure. Located in the bottom
near the right foot rudder pedal on vertical console. This gauge is divided into two scale upto
16 divisions, and every fourth division is marked as 4, 8, 12 & 16. Each division indicates 1
kg/cm2. The big division is further divided into two parts, hence indicates 0.5 kg/cm2.
10. Pneumatic Pressure Gauge. This gauge is located near the brake pressure gauge, indicates
the main and emergency pneumatic pressure respectively. The scales are marked to indicate
pressure up t 160 kg/cm2. The divisions are marked as 8 and 16. These are divided into eight
equal divisions. One division indicates 10 kg/cm2.
Engine Components
1. BY PASS SPACER OR BLOW OFF CASING
2. FIRST STAGE STATOR CASING
3. LOW PRESSURE STATOR CASING
4. HIGH PRESSURE STATOR CASING
5. COMBUSTION CHAMBER OUTER CASING
6. NOZZLE GUIDE VANES ASSEMBLY NO I
7. NOZZLE GUIDE VANES ASSEMBLY NO II
8. AFTER BURNER DIFFUSER ASSEMBLY

9. FRONT NOSE SCAVENGE PUMP
10. CENTRIFUGAL FUEL PUMP
11. FUEL-OIL UNIT
12. LOW PRESSURE FUEL FILTER
13. CENTRIFUGAL PUMP
14. PUMP AND GOVERNER UNIT (TsN-55A)
15. MAIN FUEL METERING UNIT (ADT A-2)
16. MAIN FUEL FLOW DIVIDER (RTO-55)
17. AFTER BURNER FUEL REGULATING
AND JET NOZZLE CONTROLLER
18. AFTER BURNER FUEL FLOW DIVIDER
19. VANE TYPE HYDRAULIC DRIVE
20. TURBO STARTER FOR AUXILLARY
STARTING OF AEROENGINE
21. TS-21 OIL FUEL DELIVERY PUMP
22. ELECTRIC MOTOR
23. ACTUATING MECHANISM
24. IGNITION UNIT (AEROENGINE)
25. IGNITION UNIT (TS-21)
a. ELECTROMAGNETIC VALVE
b. ELECTROMAGNETIC VALVE
c. ELECTROMAGNETIC VALVE
d. ELECTROMAGNETIC VALVE
e. ELECTROMAGNETIC VALVE
f. AFTER BURNER THRUST CONTROLLER

g. COLLECTOR OF THERMO COUPLES
h. ELECTRIC HARNESS
i. TORCH IGNITER
EXPERIMENT NO. 2 & 3
AXIAL FLOW FAN TEST RIG
OBJECTIVE:
1. TO FIND THE EFFICIENCY OF AN AXIAL FLOW FAN AT DIFFERENT

RPM FOR A GIVEN GUIDE VANE CONFIGURATION.
2. TO FIND THE EFFICIENCY OF AN AXIAL FLOW FAN AT DIFFERENT

GUIDE VANE CONFIGURATION FOR A GIVEN RPM.
EXPERIMENTAL SET-UP:
THEORY AND APPLICATION:

By turbo machine we mean a fan, pump, compressor, or turbine that changes the energy level of a
flowing fluid by means of momentum exchange. Sometimes the term rotor dynamic machines are
used for this class of machines to distinguish them from positive displacement devices. Turbo
machines are second only to electric motors in their number and are wide-spread in practically all
industries, ranging in power levels from a few watts to more than 100 MW. Because of the
requirements of aircraft jet propulsion, new power plants (both steam and gas turbine) and rocket
propulsion research, development continues actively in this field today.
Static pressure
Static pressure is the potential energy put into the system by the fan. It is given up to friction in
the ducts and at the duct inlet as it is converted to velocity pressure. At the inlet to the duct, the
static pressure produces an area of low pressure
Dynamic pressure
Velocity pressure is the pressure along the line of the flow that results from the air flowing through
the duct. The velocity pressure is used to calculate air velocity.
Total pressure
Total pressure is the sum of the static and velocity pressure. Velocity pressure and static pressure
can change as the air flows though different size ducts, accelerating and decelerating the velocity.
The total pressure stays constant, changing only with friction losses. The illustration that follows
shows how the total pressure changes in a system. The fan flow is measured using Pitot tube
manometer combination or a flow sensor (differential pressure instrument) or an accurate
anemometer. Care needs to be taken regarding number of traverse points, straight length section
(to avoid turbulent flow regimes of measurement) upstream and downstream of measurement
location. The measurements can be on the suction or discharge side of the fan and preferably both
where feasible.
FORMULA USED:
(𝑉𝑜𝑙𝑢𝑚𝑒 𝑖𝑛 𝑚3/ sec)×∆ℎ(𝑡𝑜𝑡𝑎𝑙 𝑝𝑟𝑒𝑠𝑠𝑢𝑟𝑒)𝑖𝑛 𝑚𝑚𝑤𝑒
Fan Mechanical Efficiency ɳmechanical % = × 100
102×𝑃𝑜𝑤𝑒𝑟 𝑖𝑛𝑝𝑢𝑡 𝑡𝑜 𝑡ℎ𝑒 𝑓𝑎𝑛 𝑠ℎ𝑎𝑓𝑡 𝑖𝑛(𝑘𝑊)
(𝑉𝑜𝑙𝑢𝑚𝑒 𝑖𝑛 𝑚3/ sec)×∆ℎ(𝑠𝑡𝑎𝑡𝑖𝑐 𝑝𝑟𝑒𝑠𝑠𝑢𝑟𝑒)𝑖𝑛 𝑚𝑚𝑤𝑒

Fan Static Efficiency ɳstatic % = × 100
EXPERIMENTAL PROCEDURE:
1. Set the inlet guide vanes and outlet guide vanes at proper angle.
2. Adjust the load vane to a proper load setting (Preferably 0o).
3. Set the vertical position of the Pitot tube in the duct (aft of fan) to lowest possible position.
4. Switch on the axial fan.
5. Press “run” on the AC drive.
6. Increase the speed of the motor to 1500 rpm through the AC drive.
7. Measure the input voltage and current.
8. Measure the Static and total pressures ahead of fan in mm of water.
9. Measure the static and total pressure in the duct in mm of water. Raise the position of the
Pitot tube by 20 mm and take reading again.
10. Repeat step 9 until the topmost position is reached. Do not average the velocity pressure;
average the velocities.
11. Repeat steps 6 to 9 for rpm of 1200, 1400, 1600, 1800, 2000, 2200 and 2400.
OBSERVATIONS:
Fan RPM : Voltage :
Current : Diameter :
Cp : 0.85 Density : 1.23 kg/m3
Distance from Static Total Pressure ∆h=ho - hs Velocity(m/s)

bottom(mm) Pressure (mmwc) Cp ×
(mmwc) ho √2 × 𝑔 × 𝜌1 × ∆h/ρ2
hs
10
30
50
70
90
110
130
150
170
190
210
230
250
270
290
Average
1. VOLUMETRIC FLOW RATE

2. FAN EFFICIENCY
(𝑉𝑜𝑙𝑢𝑚𝑒 𝑖𝑛 𝑚3/ sec)×∆ℎ(𝑡𝑜𝑡𝑎𝑙 𝑝𝑟𝑒𝑠𝑠𝑢𝑟𝑒)𝑖𝑛 𝑚𝑚𝑤𝑒

Fan Mechanical Efficiency ɳmechanical % = × 100
(𝑉𝑜𝑙𝑢𝑚𝑒 𝑖𝑛 𝑚3/ sec)×∆ℎ(𝑠𝑡𝑎𝑡𝑖𝑐 𝑝𝑟𝑒𝑠𝑠𝑢𝑟𝑒)𝑖𝑛 𝑚𝑚𝑤𝑒

Fan Static Efficiency ɳstatic % = × 100
CALCULATIONS:
1. Power Input
Ws = 3 * Vp * Ip * cos φ/1000 KW
2. Velocity in the duct

V= Cp×√2 × 𝑔 × 𝜌1 × ∆h/ρ2Where,
Cp= 0.85, Pitot tube constant
𝜌1= density of water
𝜌2=density of air
RESULT:
The efficiency of Axial Fan was found to be _______________%
PRECAUTIONS
a. Do not change the vane configuration while the fan is running.

b. Increase fan speed gradually.
c. Do not lean against the fan duct.
d. Do not increase load while in operation.
EXPERIMENT NO. 4, 5 & 6
CASCADE WIND TUNNEL
OBJECTIVE:
1. TO FIND THE EFFICIENCY OF A TURBINE CASCADE.
2. TO FIND THE EFFICIENCY OF A COMPRESSOR CASCADE.
3. TO FIND THE PRESSURE DISTRIBUTION OVER A TURBINE BLADE AT

DIFFERENT ANGLE OF INCIDENCE.
THEORY AND APPLICATION:

Cascade Wind Tunnel
A row of blades representing the blade ring of an actual turbo machine is called cascade, grid,
lattice or a mesh of blades. In a straight or rectilinear cascade the blades are arranged in a straight
line
Cascade of Blades
A cascade is constructed by assembling a number of blades of a given shape and size at the
required pitch (s) and stagger angle (γ ) the assembly is then fixed on the section of a wind
tunnel . air at slight pressure and near ambient temperature is blown over the cascade of blades
to stimulate the flow over an actual blade row in a turbo machine.
Cascade Tunnel
A wind tunnel is required to blow a jet of air (of uniform properties across the test section) over
the cascade of blades. Various types of tunnels can be used for cascade testing depending on the
type and range of information required. The different parts of a cascade tunnel are the blower,
diffuser, setting chamber, contraction cone and test section
The blower can be either of the axial or centrifugal type. In the axial type the driving motor can
either be kept in the entry duct or outside it. In a large blower the electric motor is more
conveniently kept on the floor. It drives the blower through step – up pulleys and belts. this avoids
heating up of the entering air and does not restrict the passage of air through the entry duct
The air from the blower is supplied to the settling camber through a short diffuser. It is more
economical and practical to allow an expansion of the flow from the diffuser exit to the large
settling chamber than to provide a long diffuser of a large area ratio.
On account of the large cross sectional area (about 16 times that of the test section ) of the
settling chamber the flow velocity is reduced to a small value this and the presence of wire
gauzes and honeycombs straightened the flow before it is expanded in the contraction cone
For a rectilinear cascade the exit of the contraction cone is rectangular or square. Both pairs of
contraction walls may either converge simultaneously or the contraction may achieved in two
stages , i.e. by converging the two pairs of walls separately in two stages. This arrangement
gives a large overall length the profiles of the converging walls must be carefully designed to
avoid separation and thickening of the boundary layers
The working or test section receives a uniform stream of air from the contraction. The exit of the
test section is oblique, i.e. its top and bottom walls are unequal to receive the cascade of blades in
an inclined position
To obtain a truly two – dimensional flow, a cascade of a large number of long blades is required.
This is turn requires a large test section and high flow rates. These conditions are difficult to meet
on account of space limitations and economics factors.
Upstream Traversing
The upstream traversing pitot is used to measure the average velocity of the inlet flow of the air to
the test section. A Vertical transverse mechanism is provided to measure the same.
Downstream Traversing
The Downstream traversing flow direction probe (Cobra tube) is used to measure the air outlet
flow angle from the blades and also used to measure the average velocity at the exit of the
cascade.
FORMULA USED:
ηturbine = 1+ 1/2CD/CL Sin2αm
ΗCompressor = 1-2 CD
CL sin 2αm
1. Connect the blower connection to the main supply (this is done at the time of installation).
2. Connect the inlet pitot probe to the manometer provided on the panel.
3. Loose the Allen bolt of the cobra tube and set it to zero degree and tight the Allen bolt,
Connect the outlet flow direction tube (cobra probe) to the multi limb manometer provided
below the cascade table. The cobra tube consists of 3 holes, one in the centre and two holes
in the corners of the measuring head. The cobra probe is used to find the flow direction,
total and static pressures.
4. There are two types of cascades provided with the test setup compressor cascade and
turbine cascade.
5. Now place the compressor cascade test section at the outlet of the tunnel and lock it using
the center rod.
6. The cascade can be tested at various incidence angles. Now first let us test the compressor
cascade at zero incidence angle.
7. After locking the test section with the center rod, set the incidence angle to zero
degrees.(Graduation line provided at the outlet of the tunnel)
8. Also set the flow direction transverse to zero degree (Graduation lines are provided on the
panel).
9. Please note : Do not allow students to stand at the suction side of the blower
10. Once the cascade is set, switch ON the blower and set the blower speed to 2500 rpm using
the variable frequency drive.
11. Note down the inlet dynamic and static pressure difference at the top most position and
now slowly bring down the inlet Pitot tube vertically downwards using the transverse
mechanism by 15mm and note down the pressure difference for both static and dynamic,
repeat the same for up to 150mm.
12. Loosen the Allen bolt of the cobra probe and rotate it in clock wise direction until the two
static pressure difference of the cobra probe is equal as shown in the figure below. Now
tight the Allen bolt.
13. Once the static pressure difference is equal. Note down the degree of the cobra probe
rotated. This reading indicates the inlet air angle.
14. Also note down the Static and total pressure difference and now slowly move the transverse
horizontally for 15mm and note down the reading repeat the same for every 15mm and
note down the reading.
15. Once the experiment is over with the compressor cascade, follow the below mentioned
steps to conduct turbine cascade experiment.
16. To conduct turbine cascade performance follow the steps 3 to 13 Connect the
17. Instrumented turbine blade to multi limb manometer and note down the readings.
OBSERVATIONS:
Compressor Cascade
Incidence Angle
Inlet Pitot Probe Reading
Position 0 15 30 45 60 75 90 105 120 135 150
Dynamic
Pressure(HT1)
Static
Pressure(HS1)
Outlet Flow Direction Probe
Outlet Air Angle (α2)
Position 0 15 30 45 60 75 90 105 120 135 150
Total
Pressure(HT)
Static
Pressure(HS1)
Static
Pressure(HS2)
Average Valve of h
total
Average Valve of hS1
Average valve of hS2

Average valve of hS2 &
hS1
CALCULATION:
Turbine Cascade
1. Velocity of air at inlet / upstream

2(ℎ0 −ℎ1 )𝜌𝑤𝑎𝑡𝑒𝑟 𝑔
𝐶1 = √ 𝜌𝑎𝑖𝑟
ρair = density of fluid (1.193 kg/m3)
p0 = Inlet total pressure difference in meters
p1 = Inlet Static pressure difference in meters
ρwater = density of Water(1000 kg/m3)
g = Acceleration due to gravity.
2. Velocity of air at outlet

2(ℎ0 − ℎ1 )𝜌𝑤𝑎𝑡𝑒𝑟 𝑔
𝐶2 = √
𝜌𝑎𝑖𝑟
h0 = Outlet total pressure difference in meters
h1 = Outlet Static pressure difference in meters

3. Inlet Axial Velocity
C X1 = C1 * cosα1 m/sec
α1 = Air inlet Angle (Blade inlet angle β1 + incidence angle i)
C1 = Velocity of air at inlet
4. Inlet tangential velocity
C y1 = C1 * sin α1 m/sec
5. Outlet Axial velocity
C x2 = C2 *cosα2 m/sec
C2 = Velocity of air at outlet
α2 = Air outlet Angle (measured using Cobra probe)
6. Outlet tangential velocity

7. Air Angle Mean
1
tan ∝𝑚 = 2 (tan α2 - tan α1)
8. Mean Axial velocity
1
Cxm = 2(cx1 + cx2) m/sec
9. Mean Tangential velocity
1
Cym = (cy1 + cy2) m/sec
2
10. Circulation
Г = s (cy1 - cy2) m/sec
s=Blade pitch in meters (0.15 meters)
11. Lift force per unit length
L = ρ cm Г
ρ = density of air (1.193 kg/m3)

(𝐶1+𝐶2)
cm = Mean Velocity 2
Г = Circulation
12. Stagnation Valves
ΔPo difference = ΔPo1 - ΔPo2
ΔPo1 = inlet stagnation valve (p1 + ps1)
ΔPo2 = Outlet stagnation valve (p2 + ps2)
ΔPo = 1.0.13 + (ΔPo difference) * 9.81 * 0.00001
13. Pressure loss Co-efficient
Y= Δp0
1
ρ C12
2
ΔPo = Stagnation pressure difference
14. Drag
D = s Δp0 cos αm
s = Blade pitch in meters (0.15 meters)

ΔPo = Stagnation pressure
αm = Air Angle Mean
15. Drag Co-efficient
𝐬∗𝐘∗(𝑐𝑜𝑠3 𝛼𝑚 )
CD = 𝒄𝒐𝒔𝟐 𝜶𝟐
Y = Pressure loss Co-efficient
l = Blade chord or length
16. Lift Co-efficient
CL = 2 (s/l) cosαm (tan α1 + tan α2) + CD tanαm
CD = Drag Co-efficie
17. Turbine Efficiency
1
ηturbine = 2𝐶𝐷
1+𝐶𝐿 𝑆𝑖𝑛 2𝛼
𝑚
Compressor Cascade
1. Velocity of air at inlet / upstream
2(ℎ𝑡 − ℎ𝑠)𝜌𝑤𝑎𝑡𝑒𝑟 𝑔
𝐶1 = √
𝜌𝑎𝑖𝑟
ht = Inlet total pressure difference in meters
hs = Inlet Static pressure difference in meters
ρwater = density of Water(1000 Kg/m3)
2. Velocity of air at outlet

2(ℎ𝑡 − ℎ𝑠)𝜌𝑤𝑎𝑡𝑒𝑟 𝑔
𝐶1 = √
𝜌𝑎𝑖𝑟
p0 = Outlet total pressure difference in meters
p1 = Outlet Static pressure difference in meters

3. Inlet Axial Velocity
C X1 = C1 * cosα1 m/sec
4. Inlet tangential velocity
5. Outlet Axial velocity
C x2 = C2 * cosα2 m/sec
6. Outlet tangential velocity

7. Air Angle Mean
1
tan αm = (tan α2 + tan α1)
2
8. Mean Axial velocity

1
cxm = (cx1 + cx2) m/sec
2
9. Mean Tangential velocity
1
cym = (cy1 + cy2) m/sec
2
10. Circulation
Г = s (cy1 - cy2) m/sec
s=Blade pitch in meters (0.15 meters)
11. Lift force per unit length
L = ρ cm Г
cm = Mean Velocity
Г = Circulation
12. Stagnation Valves
ΔPo difference = ΔPo1 - ΔPo2
ΔPo1 = inlet stagnation valve (p1 + ps1)
ΔPo2 = Outlet stagnation valve (p2 + ps2)
ΔPo = 1.0.13 + (ΔPo difference) * 9.81 * 0.00001
13. Drag
D = s Δp0 cosαm
ΔPo = Stagnation pressure
14. Drag Co-efficient
𝑠 𝑐𝑜𝑠3𝛼𝑚
CD = * Y *
𝑙 𝑐𝑜𝑠2 𝛼1
Y = Pressure loss Co-efficient

15. Lift Co-efficient
CL = 2 (s/l) cos αm (tan α1 - tan α2) (cos αm - CD tan αm)
CD = Drag Co-efficient
16. Compressor Efficiency
Η Compressor = 1 - 2 CD
CL sin 2αm
RESULT:
The turbine efficiency is found to be ____________________%
The compressor efficiency is found to be __________________%
PRECAUTIONS
a. Increase speed gradually.
b. Do not lean against the equipment.
c. Do not increase load while in operation.
EXPERIMENT NO. 7, 8 & 9
COMPUTERIZED DIFFUSER TEST RIG
OBJECTIVE:
1. TO FIND THE EFFICIENCY OF A VANELESS DIFFUSER.
2. TO FIND THE EFFICIENCY OF A DIFFUSER AT DIFFERENT VANE

CONFIGURATIONS.
3. TO FIND THE VELOCITY PROFILE ACROSS THE DIFFUSER SECTION.
The Computerized Diffuser Test rig consists of a blower unit, with a variable frequency drive to
control the blower speed. The blower outlet is connected to an outlet duct with inbuilt
honeycomb to ensure air flow straightness, the static and dynamic pressure at the inlet is
measured using differential pressure transducers, and the outlet duct is connected to the diffuser.
The static pressure in the diffuser is measured using a differential pressure transducer , and
dynamic pressure of the diffuser is measured at the outlet of the diffuser , the dynamic pressure
at the outlet of the diffuser can be traversed, which will provide useful information on diffuser
end flow pattern.
Transverse pitot probe
Diffuser static
pressure point
The transverse mechanism at the diffuser outlet is provided with a screw rod, which can be
turned to obtain the movement of the pitot tubes.
Differential Pressure
transducer signal
conditioner
Bottom End sensor
The top end and the bottom end of the transverse mechanism are provided with optical inductive
sensors, which will enable the software to determine the position of the pitot probe.
THEORY AND APPLICATIONS:

Diffusers bring about the transformation of kinetic energy of gases into a static pressure rise. Such
a transformation process occurs in the fixed blade rings downstream of a compressor rotor. In
virtually all systems involving the motion of fluids the need arises to accelerate or decelerate the
flow. In general, a flow acceleration (or nozzle process) results in a smooth flow with high
effectiveness, low loss and good velocity profiles. on the other hand unless considerable care is
taken in the design of the passages involved a flow deceleration (or diffusion process) almost
always results in unsteady flows with large pulsations , large losses and highly no uniform exit
velocity profiles . Such a condition is not only undesirable effect in itself but it also frequently
creates even more undesirable on the performance e of downstream components such as
compressors and burners.
This problem becomes particularly aggravated when a space limitation is present as for
example , in jet engines . since a given deceleration of the flow requires a given area ratio , by
continuity , a compact subsonic diffuser must necessarily in corporate a large angles of
divergence of the wall s but such geometric are precisely large angles of divergence of the
walls, but such geometries are precisely those that create the most unsteady flow , the largest
losses, and the most unpredictable behavior . thus the discovery of a means for production of
wide –angle diffusers of high performance , stable flow and predictable behavior is a problem
of considerable concern the study of a promising solutions to this problems by the use of
well –designed , short , flat vanes is one of the primary purposes of the present investigation.
The basic causes of the poor flows found in diffusers has been known of many years to lie in the
effect of an adverse pressure gradient (pressure increasing in the direction of the flow ) on the
boundary layer which inevitably occurs on the walls in any real fluid flow . sense diffusion ,
by definition , involves an adverse pressure gradient and since in almost all applications of
interest the boundary layers on the walls is turbulent in character , the problem of diffuser flows
is inextricably connected with the problem of the flow of a turbulent boundary layers in an
adverse pressure gradient and hence with the problem of stall or separation these problem
have been the object of a great deal of theoretical and experimental effort over the past 50 years
, but despite this sufficient understanding has not been gained . consequently , no means are
available for advance theoretical prediction of even the overall basic flow pattern that will occur
in given diffuser, and it is therefore necessary not only to measure performance but also to
study the basic flow mechanisms if any real understanding of diffuser behavior also to be
obtained . thus the second principal objectives of the present investigation is to add to the
available knowledge concerning the flow mechanisms in diffusers , that is flows with adverse
pressure gradients
FORMULA USED:
𝐶𝑃𝑅𝑎𝑐𝑡𝑢𝑎𝑙
ηDiffuser =
𝐶𝑃𝑅𝑖𝑑𝑒𝑎𝑙
SOFTWARE OPERATING PROCEDURE
The diffuser test express is a highly integrated software for data acquisition and analysis of
diffuser.
1. On the desktop, you will find an icon named Diffuser Test Express, fig (1).
Fig (1)
2. Double click on this icon and the program will open and land up in the initial page.
3. Click on the Enter button to proceed.
4. The program screen now appear something similar to fig (2)
5. This screen is the main operating screen of the software, here some operator variables and
some constants relating to ambient conditions needs to be entered.
6. The schematic of the diffuser setup along with some key dimensions are indicated. Here
the operator needs to manually enter the following data.
Ambient temperature
Barometric pressure
Vane configuration (number of vanes)
Vane length and vane distance (only if number of vanes is 1 or 2 or 3)
7. The export file name also needs to be set in this page; to set the export file name, click on
the button “Set Export File Name”, a popup window will appear (fig 3).
8. Enter the desired name and click “OK”
Fig (2)
Fig (3)
9. The export operation will generated 2 files, one for performance data and the other for
transverse data, e.g. if you entered the file name as test1, the actual file name for
performance data will be named as “test1_performance.csv” and the actual file name for
transverse data will be named as “test1_transverse.csv”
Vane Configuration: Vanes for the diffuser can be configured as desired (max of 3 vanes can be
used), one can also test without any vanes, in which case the vane configuration value will be
zero
Screen showing vane Configuration without any vanes

Screen showing vane Configuration with one vane
Screen showing vane Configuration with two vanes

Screen showing vane Configuration with three vanes
EXPERIMENT PROCEDURE
1. Switch on the Computer and the panel mains.
2. Open the diffuser test express software.
3. Set the export file name as instructed earlier.
4. Fix the vanes in the diffuser.
5. Enter the ambient conditions and the vane configuration.
6. Press the start button on the Hitachi VFD (Variable frequency drive).
7. Set the desired speed of the blower using the VFD.
8. Let the flow stabilize for about a minute.
9. Press the start button in the software screen
10. Ensure the transverse probes are located at the diffuser top.(at this point if the transverse
probes are not located at the diffuser top, the software will indicate “waiting for zero
position”)
11. Once the probes are located at the diffuser top the software will indicate "waiting for
manual transverse movement"
12. Slowly carryout the probe transverse with the help of the screw rod handle till the probes
reach the diffuser bottom. (During the transverse process the software will indicate
“Logging Data”), now the pressure data from the probe would have been logged.
13. Bring back the transverse probes to the top of the diffuser.
14. Change the vane configuration in the diffuser and enter the same in the software.
15. Repeat the tasks from 11 to 14, to log data of different vane configuration.
16. Once all the desired vane configuration data are logged, you may press the stop button on
the Hitachi VFD to stop the blower.
17. Close the software by clicking EXIT.
18. You may now open the CSV files, which the software has created to view the performance
and transverse. As mentioned earlier performance and transverse data will be saved
separately. The performance file will consists of all the data collected along with the
calculated results, the transverse file will consists of the pressure values during the
transverse process.
19. With this data, you may plot many graphs with different combinations.
CALCULATIONS
A1 = Diffuser inlet area in m2
A2 = Diffuser Exit area in m2
G = Distance between diffuser parallel in m2
n = Number of vanes
a = minimum space between adjacent vanes in meters
f = Vane length in meters
L = length of diffuser diverging wall

W1 = Diffuser throat width in meters
W2 = Diffuser Exit Width in meters
2θ = Diffuser total divergence angle in deg
α = Total divergence angle between adjacent vanes in deg
H1 = inlet total pressure difference in mm
HS1 = inlet static pressure difference in mm
H2 = Exit total pressure difference in mm
HS2 = Exit static pressure difference in mm
P1 = inlet total pressure in Bar
PS1 = inlet static pressure in Bar
P2 = Exit total pressure in Bar
PS2 = Exit static pressure in Bar
Q1 = Inlet or entry Volumetric flow in m3/sec
Q2 = Outlet or exit Volumetric flow in m3/sec
11.1
11.2 Inlet Total pressure (entry pressure)

P1 = 1.013 + H1 * g * 0.00001
Atmospheric pressure = 1.013
H1 = inlet total pressure difference of diffuser in mm
g = Acceleration due to gravity
Conversion factor from water column to bar = 0.00001
11.3 Outlet Total pressure (Exit pressure)

P2 = 1.013 + H2 * g * 0.00001
H2 = exit total pressure difference of diffuser in mm

11.4 Inlet Static pressure (entry pressure)

PS1 = 1.013 + HS1 *g * 0.00001
HS1 = inlet static pressure difference of diffuser in mm
11.5 Outlet static pressure (Exit pressure)
PS2 = 1.013 + HS2 * g * 0.00001
HS2 = outlet Static pressure difference of diffuser in mm
11.6 Entry or inlet Velocity

𝐻1 −𝐻𝑆1
V1 = √(2 × 9.81 × 𝜌𝑤𝑎𝑡𝑒𝑟 /𝜌𝑎𝑖𝑟 ) ( )
1000
𝜌𝑤𝑎𝑡𝑒𝑟 = Water density (1000 kg/m3)
𝜌𝑎𝑖𝑟 = Air density (1.193 kg/m3)
11.7
11.8 Exit or outlet Velocity

𝐻2 −𝐻𝑆2
V2 = √(2 × 9.81 × 𝜌𝑤𝑎𝑡𝑒𝑟 /𝜌𝑎𝑖𝑟 ) ( )
1000
𝜌𝑤𝑎𝑡𝑒𝑟 = Water density (1000 kg/m3)
𝜌𝑎𝑖𝑟 = Air density (1.193 kg/m3)

11.9 Dynamic Viscosity (µ)
11.10 Kinematic viscosity

𝜇
𝜗=
𝜌𝑎𝑖𝑟
µ = Dynamic viscosity
𝜌𝑎𝑖𝑟 = Density of air
11.11 Reynolds number

𝜌𝑎𝑖𝑟 ×𝑄1
Re = 𝜗
ρair = Air density
Q1 = Inlet or entry Volumetric flow in m3/sec
𝜗 = Kinematic viscosity
G = Distance between diffuser parallel in m2
11.12 Actual pressure recovery coefficient

𝐻𝑆2−𝐻𝑆1
CPR actual = 𝐻1
HS1 = Inlet static pressure difference of diffuser in mm
HS2 = Outlet Static pressure difference of diffuser in mm
H1 = Inlet total pressure difference of diffuser in mm
11.13 Ideal pressure recovery coefficient

1
CPR ideal = 1- 𝐴2
( )2
𝐴1
A1 = Diffuser inlet area in m2
A2 = Diffuser Exit area in m2
11.14 Efficiency of Diffuser

ηDiffuser = CPR actual
CPR ideal
RESULT:
The efficiency of Diffuser is found to be _________________%
PRECAUTIONS
a. Increase speed gradually.
b. Do not lean against the equipment.
c. Do not increase load while in operation.
This miniature gas turbine engine is not a toy! The safe operation of your engine is entirely your
Responsibility. Please be aware of your operating environment and those around you because
you are also responsible for their safety. Please also apply common sense to the operation of
your Engine and note the following points under this section of the manual.
11.15 Extreme Intake Suction Hazard

For your own wellbeing and safety, do not attempt to test the intake suction on your engine!
Fingers or other loose objects in the immediate vicinity can easily be sucked into the engine
without due care and attention. Foreign objects will destroy a great deal of your engine in the
process. Please be aware that your warranty does not cover for such damages.
Do not over power your Engine
11.16 Exhaust gases

Please be aware, that the engines exhaust gases are very hot and are flowing at high velocity too.
In case you intend to install the engine in a ducted configuration.
11.17 Safety Zones

When bench running or starting it in an airframe, never allow yourself or another person to stand
in the rear of the engine or in line with the compressor / turbine wheel’s rotation. Always ensure
the exhaust of the engine is directed away from persons, property, or combustible materials. We
recommend the following minimum safe distances for bystanders.
In front of the turbine engine: 3 meters
On both sides of the turbine engine: 1 meter
Behind the turbine engine: 5 meters (15 feet)
Always ensure you are in the open air. Ensure non-associated persons are at least 10 meters away
from the engine when running. Always have a fully operational CO2 fire extinguisher available
and ready for use when starting and running your engine.
11.18 Sound Levels

Always wear hearing protection when you are in the vicinity of a running turbine engine and
Make helpers and spectators fully aware of the noise hazard.
NOTE: As the sound levels are well outside the spectrum of a human ear’s hearing range,
possible damage can be caused without prior indication!
11.19 Hot Starts and Fire Safety

In the event of a hot or failed start, lower the throttle to the full back position. Isolate the fuel
from the engine by closing the fuel valve and gas valve, if any. If you are using an external gas
tank, please disconnect it. Please check your tail pipe for any unburned fuel residual as this may
ignite at the next start.
Please ensure that no additional fuel can enter the engine, check that valves are closed or
disconnect the fuel & gas line from the engine.
A flooded engine is mostly the result of priming the system too much. Please ensure that you
have solved the cause for the flooded engine before attempting another start sequence. A CO2
fire extinguisher will not harm the engine in any way, hence be not afraid of using it! However,
be warned of the use of a dry powder type extinguisher as it will require your engine to be
returned for cleaning/repair.
11.20 Fuel and Lubrication

Please store your fuel containers and other highly combustible materials in a safe area; clear
from any other open fire or running engines; preferably outside. Always wash your hands after
handling turbine fuel and / or turbine oil. Please read and observe the warnings from your turbine
oil manufacturer!
12. Engine Operation

Before you begin operating your engine, please take minute to go thru this checklists
Before starting the engine:
1. Have your CO2 fire extinguisher and helper ready

2. Check one more time all fuel and gas supply lines for cleanliness and leaks
3. Ensure that the tank venting point is not obstructed
4. Have the right mix of oil and fuel (5% oil) ready
5. Fill all tanks. Ensure that the header does not contain any unnecessary bubbles
6. Be certain to have sufficient gas pressure in your gas tank.
NOTE: do not allow liquid gas to enter the engine as it can cause overheating and a premature
shut-off.
12.1 Engine Control Unit

The FADEC (Full Authority Digital Engine Control) is a total system for the control of a model
gas Turbine engine. Its main function is to control and regulate the fuel pump, providing to the
turbine Engine the necessary amount of fuel for safe and controlled operation, and to operate the
ancillary Devices for starting. The FADEC measures the exhaust gas temperature, the relative
position of the throttle knob and the rotor speed. It monitors all of the controls necessary to
guarantee that the engine stays between the user defined parameters of operation, also providing
failsafe shutdown of the engine when it has detected any important anomaly. In order to make
this assessment, the FADEC has a rpm sensor, a thermocouple input, a throttle servo input,
power connections for the fuel pump, starter, glow plug, fuel and gas valves
1. Check all fuel line and gas line for any leaks.
2. Switch on the power of the computer panel and the engine panel
3. Ensure the multipin cable connectors are connected between the computer panel and
the engine panel.
4. Ensure the throttle knob on the servo drive is at the extreme anti clock position and the
data terminal indicates trim low.
5. ensure sufficient fuel is available in the fuel tank ( kerosene mixed with 5 % shell oil
5W 50 fully synthetic oil)
6. Ensure the starting gas can is full with gas and is connected to the gas line
7. Switch on the compressor and ensure tank pressure of 8 kg/cm2 and the valve of the
airline tank is open.
8. Switch on the computer and keep the software program open.
9. Enter an export file name in the computer software
10. Enter the fuel density and the ambient temperature in the software.
11. Open the gas line on the gas can and the valve near the engine.
12. Operate the throttle knob to ready position and slowly up to full throttle and back to
idle till “Glow test” is displayed on the data terminal.
13. Now the start sequence will begin and the engine will start and reach idle Rpm of
around 33,000 rpm. Close the gas valves.
14. Press the TEST button in the computer software and follow the software instruction.
15. Once done reduce the throttle to zero and the engine will enter into auto cooling
process.
16. Once temperature on the data terminal reaches below 100 deg, the auto cooling process
will stop.
17. Switch off the engine panel switch.
18. Open the exported CSV file using Microsoft Excel to view the results.
CONCLUSION AND RESULTS:
1. Draw TSFC Vs RPM graph.
2. Draw Overall Efficiency Vs RPM graph
3. Find turbine efficiency
4. Find compressor efficiency.
EXPERIMENT NO. 11 & 12
COMBUSTION LABORATORY UNIT
OBJECTIVE: TO STUDY THE COMBUSTION OF DIESEL.
THEORY AND APPLICATIONS:

Combustion occurs when fossil fuels, such as natural gas, fuel gas, coal or gasoline, react with
Oxygen in the air to produce heat. The heat from burning fossil fuels is used for industrial
processes, environmental heating or to expand gases in a cylinder and push a piston.
When fossil fuels are burnt, CO2 (Carbon dioxide) and H2O (water) are the principal chemical
products, formed from the reactants carbon and hydrogen in the fuel and oxygen O2 in the air.
The combining of oxygen in the air and carbon in the fuel to form carbon dioxide and generation
of heat is a complex process, requiring the right mixing turbulence, sufficient activation
temperature and enough time for the reactants to come in contact and combine. Unless combustion
is properly controlled, high concentrations of desirable products can form. Carbon monoxide (CO)
and soot, for example, results from poor fuel and air mixing or too little air. Other undesirable
products, such as nitrogen oxides (NO, NO2), form in excessive amounts when the burner flame
temperature is too high. If a fuel contains sulfur, sulfur dioxide SO2 gas is formed. For solid fuels
such as coal and wood, ash forms incombustible materials in the fuel.
Combustion Analysis:
Combustion Analysis is a part of a process intended to improve fuel economy, reduce undesirable
exhaust emissions and improve the safety of the burning equipment. Combustion Analysis begins
with the measurement of flue gas concentrations and gas temperature.
FORMULAE USED:
Total Net Radiative Heat Flux, Qr
𝑄𝑟 = 𝜖 𝜎 𝐴(𝑇𝑓𝑙4 − 𝑇𝑤𝑎
4
) 𝐾𝑊
1. Allow the water to the combustion chamber.
2. Fill the diesel in the diesel tank.
3. Switch on the main power supply.
4. Change the rotary switch position to diesel burner.

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Propulsion Lab Manual

Impart practical knowledge of AEROSPACE and TECHNOLOGY through technical aspects of

Reviews Review date:

Prepared By: Lab In-charge/Lab Assistant Approved By

2 Axial Flow Fan Test Rig Legion

TO STUDY TURBOJET ENGINE

(a) ZMG : Ground Idling.

(b) PMG : Flight Idling.

(e) MF : Minimum Reheat.

(f) CHF : Incremental Reheat.

(g) PF : Full Reheat.

(a) ZMG : Ground Idling.

1. Overall Dimensions of Engine

(a) Mass of engine (including mass of jet nozzle) : 1943:5 + 2% kg

PARAMETERS OF ENGINE AT VARIOUS POWER SETTINGS

Rating Thrust SFC N1% JPT 0C Oil Pressure Operation Time

Full A/B 11500 1.8 100- 100±0.5 Yellow 3.5±0.5 30 sec No

Mini 9900 1.5 100- 100±0.5 Yellow 3.5±0.5 30 sec No

Max 8000 0.94 100- 100±0.5 Yellow 3.5±0.5 30 sec No

Cruise 4200 0.75 100- 100±0.5 Yellow 3.5±0.5 30 sec No

Gd. Idle 11500 1000 100- 100±0.5 Yellow 3.5±0.5 30 sec No

3. Oil System Failure: It comes ‘ON' in two cases:

8. Maximum: It gives signal about engine 'MAX' operating conditions.

9. Reheat: It gives signal about engine After-burner operating conditions.

(a) AFT-300 TM-1 Reheat thrust controller.

READING OF VARIOUS GAUGES

BLUE ZONE (sector): 650°C to 710°C.

Big black needle reads: 0 to 10 hours.

Red needles reads: 10 to 100 hours.

Small black needle reads: 100 to 1000 hours.

1. BY PASS SPACER OR BLOW OFF CASING

2. FIRST STAGE STATOR CASING

3. LOW PRESSURE STATOR CASING

4. HIGH PRESSURE STATOR CASING

5. COMBUSTION CHAMBER OUTER CASING

6. NOZZLE GUIDE VANES ASSEMBLY NO I

7. NOZZLE GUIDE VANES ASSEMBLY NO II

8. AFTER BURNER DIFFUSER ASSEMBLY

10. CENTRIFUGAL FUEL PUMP

11. FUEL-OIL UNIT

12. LOW PRESSURE FUEL FILTER

13. CENTRIFUGAL PUMP

14. PUMP AND GOVERNER UNIT (TsN-55A)

15. MAIN FUEL METERING UNIT (ADT A-2)

16. MAIN FUEL FLOW DIVIDER (RTO-55)

17. AFTER BURNER FUEL REGULATING

AND JET NOZZLE CONTROLLER

18. AFTER BURNER FUEL FLOW DIVIDER

19. VANE TYPE HYDRAULIC DRIVE

20. TURBO STARTER FOR AUXILLARY

21. TS-21 OIL FUEL DELIVERY PUMP

22. ELECTRIC MOTOR

23. ACTUATING MECHANISM

24. IGNITION UNIT (AEROENGINE)

25. IGNITION UNIT (TS-21)

f. AFTER BURNER THRUST CONTROLLER

1. TO FIND THE EFFICIENCY OF AN AXIAL FLOW FAN AT DIFFERENT

2. TO FIND THE EFFICIENCY OF AN AXIAL FLOW FAN AT DIFFERENT

THEORY AND APPLICATION:

(𝑉𝑜𝑙𝑢𝑚𝑒 𝑖𝑛 𝑚3/ sec)×∆ℎ(𝑠𝑡𝑎𝑡𝑖𝑐 𝑝𝑟𝑒𝑠𝑠𝑢𝑟𝑒)𝑖𝑛 𝑚𝑚𝑤𝑒

Cp : 0.85 Density : 1.23 kg/m3

Distance from Static Total Pressure ∆h=ho - hs Velocity(m/s)

1. VOLUMETRIC FLOW RATE

(𝑉𝑜𝑙𝑢𝑚𝑒 𝑖𝑛 𝑚3/ sec)×∆ℎ(𝑡𝑜𝑡𝑎𝑙 𝑝𝑟𝑒𝑠𝑠𝑢𝑟𝑒)𝑖𝑛 𝑚𝑚𝑤𝑒