ASSIGNMENT 2

MODULE 15

NAME : LEVITARAN A/L SAGER

MATRICS : A0000623
LECTURE : SIR. AZNI BIN MON
1.BLEED AIR

Bleed air is compressed air taken from the compressor stage of a gas turbine upstream of its fuel-
burning sections. Automatic air supply and cabin pressure controller valves bleed air from high or
low stage engine compressor sections. Low stage air is used during high power setting operation,
and high during descent and other low power setting operations. Bleed air from that system can be
utilized for internal cooling of the engine, cross-starting another engine, engine and airframe anti-
icing, cabin pressurization, pneumatic actuators, air-driven motors, pressurizing the hydraulic
reservoir, and waste and water storage tanks.

When used for cabin pressurization, the bleed air from the engine must first be by passing it through
an air-to-air heat exchanger cooled by cold outside air. It is then fed to an air cycle machine unit that
regulates the temperature and flow of air into the cabin, keeping the environment comfortable.
Bleed air is also used to heat the engine intakes. This prevents ice from forming, accumulating,
breaking loose, and being ingested by the engine, possibly damaging it. Bleed air from the high-
pressure compressor of the engine is used to supply reaction control valves as used for part of
the flight control system in the Harrier jump jet family of military aircraft.

Engine Start. Bleed air, extracted from either the Auxiliary Power Unit (APU) or another
operating engine is used to power an air turbine starter motor to start the engine. The
primary advantage of an air turbine starter is that a given amount of torque can be
produced by a smaller and lighter unit than would be the case if it was electrically or
hydraulically powered.
SHAFT

The shaft connects the turbine to the compressor, and runs most of the length of the engine. There
may be as many as three concentric shafts, rotating at independent speeds, with as many sets of
turbines and compressors. Cooling air for the turbines may flow through the shaft from the
compressor.

HIGH PRESSURE SHAFT

High-pressure and rotary seals include standard, proprietary and patented

rotary shaft lip seals which incorporate specific design and material features
while providing the best possible sealing performance.

These design features can lower:

-Parasitic friction
-Heat build up
-Seal and shaft wear
-Torque generation
-Required power consumption
LOW PRESSURE SHAFT

Their prime purpose is to transmit driving power from the turbine to the compressor end of a rotor.
Within a two or three shaft engine the innermost rotor is the low pressure (LP) rotor which transmits
power from the LP turbine to the fan or LP compressor. A low pressure shaft for interconnecting a
fan or low pressure compressor of a gas turbine engine with a low pressure turbine of the engine,
the shaft having an aft section whose diameter expands progressively with distance along the
rearward direction of the engine, and an annular joint portion at the rear end of the aft section for
joining the shaft to a drive arm of the low pressure turbine.
INTERMEDIATE PRESSURE SHAFT.

In a compound steam-turbine system or a three-spool gas-turbine engine, a turbine

receiving steam or gas from the high-pressure turbine
AIR INTAKE

Air intake (inlet), For subsonic aircraft, the inlet is a duct which is required to ensure smooth airflow
into the engine despite air approaching the inlet from directions other than straight ahead. This
occurs on the ground from cross winds and in flight with aircraft pitch and yaw motions. The duct
length is minimised to reduce drag and weight. Air enters the compressor at about half the speed of
sound so at flight speeds lower than this the flow will accelerate along the inlet and at higher flight
speeds it will slow down. Thus, the internal profile of the inlet has to accommodate both
accelerating and diffusing flow without undue losses. For supersonic aircraft, the inlet has features
such as cones and ramps to produce the most efficient series of shockwaves which form when
supersonic flow slows down. The air slows down from the flight speed to subsonic velocity through
the shockwaves, then to about half the speed of sound at the compressor through the subsonic part.

For aircraft that cannot go faster than the speed of sound, like large airliners, a simple, straight,
short inlet works quite well. On a typical subsonic inlet, the surface of the inlet from outside to
inside is a continuous smooth curve with some thickness from inside to outside. The most upstream
portion of the inlet is called the highlight, or the inlet lip. A subsonic aircraft has an inlet with a
relatively thick lip.

An inlet for a supersonic aircraft, on the other hand, has a relatively sharp lip. The inlet lip is
sharpened to minimize the performance losses from shock waves that occur during
supersonic flight. For a supersonic aircraft, the inlet must slow the flow down to subsonic
speeds before the air reaches the compressor. Some supersonic inlets, like the one at the
upper right, use a central cone to shock the flow down to subsonic speeds. Other inlets, like
the one shown at the lower left, use flat hinged plates to generate the compression shocks,
with the resulting inlet geometry having a rectangular cross section.
COMPRESSOR

Axial compressor
Axial compressor is a gas compressor that can continuously pressurize gases. It is a rotating, airfoil-
based compressor in which the gas or working fluid principally flows parallel to the axis of rotation,
or axially. Axial flow compressors produce a continuous flow of compressed gas, and have the
benefits of high efficiency and large mass flow rate, particularly in relation to their size and cross-
section. They do, however, require several rows of airfoils to achieve a large pressure rise, making
them complex and expensive relative to other designs.

Each blade on a rotor or stator produces a pressure variation much like the airfoil of a
spinning propeller. But unlike a propeller blade, the blades of an axial compressor are close to one
another, which seriously alters the flow around each blade. Compressor blades continuously pass
through the wakes of upstream blades that introduce unsteady flow variations. Compressor
designers must rely on wind tunnel testing and sophisticated computational models to determine
the performance of an axial compressor. The performance is characterized by the pressure ratio
across the compressor CPR, the rotational speed of the shaft necessary to produce the pressure
increase, and an efficiency factor that indicates how much additional work is required relative to an
ideal compressor.

Centrifugal compressors
Centrifugal compressors, are a sub-class of dynamic axisymmetric work-absorbing turbomachinery.
They driven by engine turbine. They achieve a pressure rise by adding kinetic energy/velocity to a
continuous flow of fluid through the rotor or impeller. This kinetic energy is then converted to an
increase in potential energy/static pressure by slowing the flow through a diffuser. The pressure rise
in the impeller is in most cases almost equal to the rise in the diffuser. Found in single or two stage
unit.
COMBUSTION CHAMBER

In the combustion chamber, fuel is mixed with air to produce the bang, which is responsible for the
expansion that forces the air into the turbine. The function of the combustion system is to produce a
hot stream of gas for the turbines and for the jet nozzle.

MAIN TYPE OF COMBUSTION CHAMBER

1. INDEPENDENT (MULTIPLE) CHAMBER

2. CAN-ANNULAR OR CANNULAR CHAMBER

3. ANNULAR CHAMBER

Each combustion chamber has two main components:

1. The combustion chamber casing

2. The flame tube.

The combustion chamber casing is the outer shield of the combustion section. It takes the air
pressure loads and protects the internal and external engine parts from the hot combustion gases.
The flame tube controls and guides the flame. Each chamber has an inner flame tube around which
there is an air casing. The housing also gives support to the flame tube and other combustion
chamber components like fuel nozzles and igniter plugs.

Combustion process

The air leaving the rear of the high-pressure compressor is traveling at too high a velocity for
combustion. The diffuser section after the compressor reduces air velocity to around 500 ft/ sec as it
enters the combustion section. This is far too high a velocity. As the air enters the diverging
combustion section it splits, 18% entering the snout of the flame tube as primary combustion air and
the rest as secondary and tertiary air passing at approximately 200 ft/ sec into the annular space
between the flame tube and the air casing.

The combustion chamber initially diffuses the 18% primary airflow down to around 80 ft/ sec and
then further reduces its velocity in the primary zone of the flame tube to close to the flame speed of
the kerosene fuel which at the normal 15:1 air fuel ratio can be as low as 2ft/ sec.
TURBINE

The high-energy airflow coming out of the combustor goes into the turbine, causing the turbine
blades to rotate. The turbines are linked by a shaft to turn the blades in the compressor and to spin
the intake fan at the front. This rotation takes some energy from the high-energy flow that is used to
drive the fan and the compressor. The gases produced in the combustion chamber move through
the turbine and spin its blades. The turbines of the jet spin around thousands of times. They are
fixed on shafts which have several sets of ball-bearing in between them.

Turbines basically extract kinetic energy from high velocity gases from combustion section. It then
converted shaft horsepower to drive the compressor and accessories. Quarter of energy available
from the burning fuel is required for compressor. Meanwhile, powershaft engine 90% energy of
gases will be extracted by the turbine.

There are three types of turbines:

1. Impulse turbine
 Pressure and speed of gases passes through the impulse remain the same.
 Only the direction of flow change.
 Turbine absorbs the energy required to change the direction of the high speed
gases.

2. Reaction turbine
 Changes the speed and pressure of the gases.
 As gases pass between the turbine blades, the cross sectional area of the passage
decrease causes increase in gas.
 Increase velocity, decrease pressure.
 Turbine absorbs the energy required to change the velocity of the gases.

3. Combination of reaction and impulse turbines

EXHAUST

Exhaust gas through exhaust nozzle provides the thrust for propulusion.

On Turbo Jet Engine, the velocity and pressure of exhaust gases create thrust. Meanwhile, for Turbo
Prop Engine, the most energy been absorbed by turbine for driving propeller.

An aircraft’s exhaust system is critical to flight safety. Defective exhaust systems can lead to carbon
monoxide poisoning, fire, or loss of engine performance. The primary function of an exhaust system
is to route exhaust gases away from the engine and fuselage while reducing noise. In addition, the
exhaust system serves an important secondary function, indirectly supplying cabin and carburetor
heat."

Depending on the overall system design, the exhaust gas may flow through one or
more of:

 Cylinder head and exhaust manifold.

 A turbocharger to increase engine power.
 A catalytic converter to reduce air pollution.
 A muffler (North America) / silencer (UK/India), to reduce noise
EXPLAIN THESE SYMBOL AS BELOW.

NG – Gas generator rotation speed of compa and turbine (for Chopper only)

NF – Free turbine speed

N1 – Low pressure compressor

N1/N2 – Low pressure compressor/ high pressure compressor

N1/N2/N3 – Low pressure compressor/ intermidate pressure compressor/ high pressure compressor

NR – Main rotor speed

TQ. – Power of propeller

N – Speed
REFERENCES:

1. https://www.wikipedia.org/
2. COMBUSTION SYSTEM - Gas Turbine Engine
3. http://aeromodelbasic.blogspot.com/2012/01/exhaust-system-exhaust-gas-flow.html
4. https://www.facebook.com/167096670905629/posts/what-is-nozzle-guide-vanes-ngvs-the-
nozzle-guide-vanes-are-of-an-aerofoil-shape-/364378214510806/
5. http://enginemechanics.tpub.com/14111/css/Figure-2-14-Platform-Fretting-Or-Shingling-
57.htm
6. https://www.aviationpros.com/home/article/10389128/exhaust-system-alert - :~:text=The
%20primary%20function%20of%20an,and%20fuselage%20while%20reducing
%20noise.&text=The%20dangers%20that%20result%20from,and%20the%20risk%20of
%20fire.
7. Slides