MAE 5350: Gas Turbines
Lecture 1: Introduction and Overview
Mechanical and Aerospace Engineering Department
Florida Institute of Technology
D. R. Kirk
LECTURE OUTLINE
• Introduction
– What is an air-breathing engine
– Key questions
• Propulsion Options
– Rocket Propulsion Overview and Basic Operation
– Air-Breathing Propulsion Overview and Basic Operation
– Momentum Exchange Physics
• Air-Breathing Engine Components
– Nomenclature
– Component Functionality
– Engine Types
• Turbojet (+ afterburner), Turbofan, Turboprop, Ramjet, Scramjet
• Examples of Current Aircraft Engines
• Introduction to Propulsion Performance Parameters
ROCKET VS. AIR-BREATHING PROPULSION
• Take mass stored in a vehicle and
• Capture mass from environment and set
throw it backwards
that mass in motion backwards
→ Use reaction force to propel
→ Use reaction force to propel vehicle
vehicle
– Only fuel is carried onboard
– All fuel and oxidizer are carried
– Oxidizer (air) is ‘harvested’
onboard the vehicle
continuously during flight
AIR-BREATHING PROPULSION
• Gas turbine engines power every modern aircraft and will for foreseeable future
• Gas turbines used for land-based power application, rocket engine turbo-pumps,
marine applications, ground vehicles (tanks), etc.
• Many technical challenges to be addressed (Fuel Economy, Emissions, Noise)
– Fluid mechanics, thermodynamics, combustion, controls, materials, etc.
– One of most complicated, parts, extreme environment device on earth
• Enormous market: vast research and development $$
• Development time of engine > development time of aircraft (5:3)
• Market is so competitive that engines are sold for a loss
DESIGN DRIVER: FUEL ECONOMY
American Airlines Stock Price: Last 5 Years
American Airlines CEO explains AA bankruptcy:
http://money.cnn.com/video/news/2011/11/29/n_amr_american_bankruptcy.cnnmoney/
FUEL CONSUMPTION TREND
•
U.S. airlines, hammered by soaring oil prices, will spend $5
billion more on fuel this year or even a greater sum, draining
already thin cash reserves
•
Airlines are among the industries hardest hit by high oil prices,
which have jumped 38 percent in just 12 months.
•
Airline stocks fell at the open of trading as a spike in crude-oil
futures weighed on the sector
Fuel Burn
JT8D
PW4084
JT9D
Future
Turbofan
PW4052
NOTE: No Numbers
1950
1960
1970
1980
1990
Year
2000
2010
2020
FUEL COST DRIVEN EXAMPLE
• With fuel now largest component of operating costs, air carriers are turning
to fuel-saving measures that once seemed hardly worthwhile
– Upswept wingtips to increase range and improve aerodynamics
– Taxi to and from runway on one engine to save fuel
– Does it make sense to actually fly slower?
– Do you polish an airplane or paint it?
– Airlines have new program to wash their aircraft/engines
– Other cost saving measures
• 1st and 2nd bag check fee (and many others new fees…)
• Remove all pillows from MD-80’s
CHEMICAL EMISSIONS
GREENHOUSE GAS EMISSIONS
AIRCRAFT NOISE
AIRCRAFT AND ENGINE NOISE
COMMERCIAL ENGINES
707
757
727
767
737
747
777
787
TRENDS TO BIGGER ENGINES
1958: Boeing 707, United States' first commercial jet airliner
Similar to PWJT4A: T=17,000 lbf, a ~ 1
1995: Boeing 777, FAA Certified
PW4000-112: T=100,000 lbf , a ~ 6
VARIOUS NUMBER OF ENGINE CONFIGURATIONS
2 Engines
3 Engines
4 Engines
6 Engines
SR-71: J-58 TURBO RAMJET
DRONES IN THE NEWS…
X-51
LAND-BASED POWER GENERATION
LARGEST GAS TURBINE ENGINE: SGT5-8000H
• Power 340 MW
• Extrapolated mass flow based on
SGT100-SGT1000 series: 900 kg/s
• Average of SGT100-SGT1000,
Assume pc: 15
• Assumed tc (isentropic, g=1.35): 2
• Assume 24 burners (consistent with
SGT5-series)
• Combustor total CFM: 216,000
• CFM per burner: 9,000
• Full-scale, single-burner testing can
be accomplished
http://www.powergeneration.siemens.com/en/products/gasturbinesseries/largescale/sgt5_8000h/index.cfm
• Trends:
– If combustor inlet temperature is
lower, CFM is lower
– If combustor inlet pressure is
higher, CFM is lower
GE 9H: HOW LARGE IS THE DEVICE?
FURTHER EXAMPLES
WHY “AIR-BREATHING” PROPULSION
•
Propulsion Goal: Create a Force to Propel a Vehicle (N.S.L)
•
2 ‘Choices’ for Propulsion
1. Take mass stored in a vehicle and throw it backwards → Use reaction force to
propel vehicle
• Rocket Propulsion (MAE: 4262)
• All fuel and oxidizer are carried onboard vehicle
2. Capture mass from environment and set that mass in motion backwards →
Use reaction force to propel vehicle
• Air-Breathing Propulsion (MAE: 4261)
• Only fuel is carried onboard
• Oxidizer (air) is ‘harvested’ continuously during flight
Airplanes are very sensitive to environment in which they operate
Rockets are highly insensitive to operational environment
HOW ALL ROCKET WORKS
Chemical
Energy
F
Rocket Propulsion: Produces thrust by ejecting
stored matter
• Propellants combined in combustion chamber
where chemically react to form high T&P gas
Thermal
Energy
Kinetic
Energy
F  m eVe  Pe  Pa Ae
F  m eVe
• Gases accelerated and ejected at high velocity
through nozzle, imparting momentum to engine
• Thrust force is reaction experienced by structure
due to ejection of high velocity matter
• Same phenomenon pushes garden hose
backward as water flows from nozzle, gun recoil
QUESTION:
Could a rocket engine exert thrust while
discharging into a vacuum (with not atmosphere
to “push against”)?
HOW AN AIRCRAFT ENGINE WORKS
Chemical
Energy
Thermal
Energy
F  m eVe  m oVo  Pe  Pa Ae
F  m Ve  Vo 
• Flow through engine is conventionally called THRUST
– Composed of net change in momentum of inlet and exit air
• Fluid that passes around engine is conventionally called DRAG
Kinetic
Energy
SUMMARY: ESTIMATES FOR THRUST
F  m Ve
Rocket
F  m Ve  Vo 
Air-Breathing Engine
• Points to remember:
– Mass flow for rocket is propellant carried onboard (fuel + oxidizer)
– Mass for air-breathing engine is fuel carried onboard and air harvested
from environment as airplane flies
– Rockets usually require far higher thrust levels than airplanes
– Airplanes usually fly for far greater durations than rockets
ENGINE OVERALL LAYOUT
CROSS-SECTIONAL EXAMPLE: GE 90-115B
Compressor
Nozzle
Fan
Turbine
Inlet
•
•
•
•
Combustor
Why does this engine look the way that it does?
How does this engine push an airplane forward, i.e. how does it generate thrust?
What are major components and design parameters?
How can we characterize performance and compare with other engines?
EXAMPLE OF MILITARY ENGINE:
TURBOJET OR LOW-BYPASS RATIO TURBOFAN
Extreme Temperature Environment
Compressor
Combustor
Turbine
Afterburner
MAJOR GAS TURBINE ENGINE COMPONENTS
1. Inlet:
– Continuously draw air into engine through inlet
– Slows, or diffuses, to compressor
2. Compressor / Fan:
– Compresses air
– Generally two, or three, compressors in series
– Raises stagnation temperature and pressure (enthalpy) of flow
– Work is done on the air
3. Combustor:
– Combustion or burning processes
– Adds fuel to compressed air and burns it
– Converts chemical to thermal energy
– Process takes place at relatively constant pressure
MAJOR GAS TURBINE ENGINE COMPONENTS
4. Turbine:
– Generally two or three turbines in series
– Turbine powers, or drives, the compressor
– Air is expanded through turbine (P & T ↓)
– Work is done by the air on the blades
– Use some of that work to drive compressor
– Next:
• Expand in a nozzle
– Convert thermal to kinetic energy (turbojet)
– Burning may occur in duct downstream of turbine (afterburner)
• Expand through another turbine
– Use this extracted work to drive a fan (turbofan)
5. Nozzle:
– Flow is ejected back into the atmosphere, but with increased momentum
– Raises velocity of exiting mass flow
2. COMPRESSORS: WHERE IN ENGINE? PW2000
Fan
Compressor
Purpose of fan is to increase efficiency of turbojet engine
Much of air bypasses core of engine
TURBOFAN ENGINES
Engine Core
TURBOFAN ENGINES
Bypass Air
Core Air
Bypass Ratio, B, a:
Ratio of by pass air flow rate to core flow rate
Example: Bypass ratio of 6:1 means that air volume flowing through fan and
bypassing core engine is six times air volume flowing through core
TRENDS TO BIGGER ENGINES
1958: Boeing 707, United States' first commercial jet airliner
Similar to PWJT4A: T=17,000 lbf, a ~ 1
1995: Boeing 777, FAA Certified
PW4000-112: T=100,000 lbf , a ~ 6
HOW LARGE IS THE 777-300 ENGINE?
11 ft 7 in (3.53 m)
11 ft 3 in (3.43 m)
Engine is largest and most powerful turbofan built (11 ft 3 in (3.43 m) in diameter)
In this case, 737 cabin is a mere 3% wider than 777 engine
2 SPOOL DEVICE: PW2000
Low Pressure Compressor (wlow)
High Pressure Compressor (whigh)
3. COMBUSTOR (BURNERS): LOCATION
Commercial
PW4000
Combustor
Military
F119-100
Afterburner
4. TURBINES: LOCATION
Low Pressure Compressor (wlow)
High Pressure Compressor (whigh)
High and Low Pressure Turbines
NOISE SUPPRESSION
5. NOZZLES: PW119 (F22 ENGINE)
MILITARY ENGINES: P&W F119
AFTERBURNER TESTING
COMMERCIAL AND MILITARY ENGINES
(APPROX. SAME THRUST, APPROX. CORRECT RELATIVE SIZES)
GE CFM56 for Boeing 737
T~30,000 lbf, a ~ 5
P&W 119 for F- 22, T~35,000 lbf, a ~ 0.3
THRUST VS. PROPULSIVE EFFICIENCY
T  m Ve  V0 
Conflict
2
 propulsive 
Ve
1
V0
Important for both fighter and
commercial aircraft
T/W usually more important for
military aircraft (maneuverability)
Large mass flow means high W
Fighter → DV
Extremely important for commercial
aircraft, much less so for fighter
Efficiency critical for commercial
Low DV, high mass flow
ENGINE STATION NUMBERING CONVENTION
2.0-2.5: Fan
0: Far Upstream
1: Inlet
3: Combustor
4: Turbine
2.5+: Compressor
5: Nozzle
One of most important parameters is TT4: Turbine Inlet Temperature
Performance of gas turbine engine ↑ with increasing TT4 ↑
MAE 4261 REPRESENTATION OF AN ENGINE
Freestream
0
Combustor
Inlet
Compressor
Turbine
Nozzle
1
2
3
4
5
TYPICAL PRESSURE DISTRIBUTION THROUGH ENGINE
BOEING 747-400 AT TOUCHDOWN
BOEING 747-400 AT ROLLOUT
Thrust Reverse on Landing
SIMPLE THRUST REVERSE MODEL: HOMEWORK #2
y
a
x
Thrust Reverser
Vane
TWO OTHER LAYOUTS
UDF:
Unducted Fan Concept
http://www.aerospaceweb.org/question/propulsion/q0067.shtml
GTF:
Geared Turbofan
http://www.flug-revue.rotor.com/FRHeft/FRHeft07/FRH0710/FR0710a.htm
HIGH EFFICIENCY TURBINE ENGINE (HETE) FTT50FTA30
1 ft
• Ideal and non-ideal cycle analysis
• Combustor scaling with Da (tflow/tchem), catalyst, porous metal
• Detailed component design (variable stators, electric generator, spin test rig,
altitude test rig)
MICRO TURBOMACHINERY
1 cm
EXAMPLES OF GAS TURBINE COMPONENTS
Example of Film-Cooled
1st Turbine Blade
Cooling
Holes
• Why film cooling?
– Turbine inlet temperatures > melting temperatures of turbine blade materials
• Air provides a thin, cool, insulating blanket along external surface of turbine blade
RAMJETS AND SCRAMJETS
SCRAMJET PROPULSION: X-43 MACH 10!
X-43A DETAILS
NASA'S X-43A SCRAMJET BREAKS SPEED RECORD
• “NASA's X-43A research vehicle screamed into the record books again Tuesday,
demonstrating an air-breathing engine can fly at nearly 10 times the speed of
sound. Preliminary data from the scramjet-powered research vehicle show its
revolutionary engine worked successfully at nearly Mach 9.8, or 7,000 mph, as it
flew at about 110,000 feet.”
• “NASA's X-43A scramjet program successfully smashed its own world speed
record for aircraft by flying at nearly 10 times the speed of sound. The flight
proves its radical, air-breathing engine can function at speeds of nearly 12,000
kilometers per hour.”
• “Aviation history was made today as NASA successfully flew its experimental X43A research vehicle, a forerunner of craft that could well offer alternate access to
space in the future.”
AIRCRAFT ENGINE BASICS
•
All aircraft engines are HEAT ENGINES
– Utilize thermal energy derived from combustion of fossil fuels to produce
mechanical energy in form of kinetic energy of an exhaust jet
– Momentum excess of exhaust jet over incoming airflow produces thrust
• Thrust = Force = Time Rate Change of Momentum
•
In studying these devices we will employ two types of modeling
1. Fluid Mechanic
• Relate changes in pressure, temperature and velocity of air to physical
characteristics of engine
2. Thermodynamic (Cycle Analysis)
• Thermal → mechanical energy from thermal is studied using
thermodynamics
• Study change in thermodynamic state of air as passed through engine
• Geometry of engine NOT important, but rather processes are important
THERMODYANMICS: BRAYTON CYCLE MODEL
ENGINE SURGE EVENT
Surge: Violent reverse flow situation:
Burning combustion gases driven upstream through compressor and out of engine
Usually accompanied by downstream fire
Engine must maintain structural integrity and be able to be shut down
ENGINE TESTING: BIRD STRIKE
http://100.rolls-royce.com/facts/view.jsp?id=215
http://www.aviationexplorer.com/a6_engine_ingestion.htm
Supplemental Slides:
Aircraft Engine Manufacturers
AIRCRAFT ENGINE MANUFACTURERS
3 Major Aircraft Manufacturers in World Today (Commercial and Military)
1. Pratt and Whitney (USA)
2. General Electric (USA)
3. Rolls Royce (GB)
•
Applications for Gas Turbines
– Commercial and Military Aircraft Engines, Helicopters
– Chemical Rocket Engines
– Industrial (marine turbines, yachts, assault ships, etc.)
– Power Plants
•
Interesting Note:
– Companies sell product at a $$ loss
– Profit is made many years later on refurbishment, spare parts,
maintenance
COMMERCIAL AIRCRAFT ENGINES: JT8D
Engine Models
JT8D-7/7A
JT8D-9/9A
JT8D-15/15A
JT8D-17/17A
JT8D-17R/17AR
JT8D-217C
JT8D-219
Airplanes Powered
Boeing 727
Boeing 737-100/-200
McDonnell Douglas
DC-9
Boeing MD-80
COMMERCIAL AIRCRAFT ENGINES: JT8D
•
•
•
•
•
•
P&W introduced JT8D to commercial aviation in February 1964 (Boeing's 727-100)
8 models of JT8D standard engine family cover thrust range from 14,000 to 17,400
pounds and power 727, 737, and DC-9 aircraft
More than 11,800 JT8D standard engines produced, over one-half billion hours of
service operation. New Program emphasis is on compliance with noise regulations
For -200 models, a new low-emissions combustion system, or E-Kit, has been FAR 25
certified. Reduces NOx by 25 percent, unburned hydrocarbons by 99 percent and
smoke by 52 percent relative to current models
The -200 is also the exclusive power for the Super 27 re-engining program, in which
Pratt & Whitney, in cooperation with Goodrich Aerostructures, is offering 727
operators a solution to achieve Stage 3/Chapter 3 compliance with improved
performance. Involves replacing two outboard engines with new JT8D-217C/219
models and adding noise suppression equipment. The Super 27 can increase range up
to 1,200 nautical miles and permits carrying up to 30 more passengers or up to 10,000
pounds in additional cargo.
Engine Characteristics
– Fan tip diameter: 39.9 - 49.2 in
– Length, flange to flange: 120.0 - 154.1 in
– Takeoff thrust: 14,000 - 21,700 lb
– Bypass ratio: 0.96 - 1.74
– Overall pressure ratio: 15.4 - 21.0
– Fan pressure ratio: 1.92 - 2.21
COMMERCIAL ENGINES: P&W 4000 SERIES
COMMERCIAL ENGINES: P&W 4000 SERIES
P&W 94 inch
• Engine Models
– PW4052
– PW4056
– PW4060
– PW4062
– PW4062A
– PW4152
– PW4156A
– PW4156
– PW4158
– PW4460
– PW4462
• Airplanes Powered
– Boeing 747-400
– Boeing 767-200/-300
– Boeing MD-11
– Airbus A300-600
– Airbus A310-300
P&W 100 inch
• Engine Models
– PW4164
– PW4168
– PW4168A
• Airplanes Powered
– Airbus A330-300
– Airbus A330-200
P&W 112 inch
• Engine Models
– PW4074
– PW4077
– PW4077D
– PW4084
– PW4084D
– PW4090
– PW4098
• Airplanes Powered
– Boeing 777-200/-300
P&W 4000 SERIES: 94 INCH FAN
•
•
•
•
•
Pratt & Whitney's PW4000 94-inch fan model is the first in a family of high-thrust
aircraft engines
Certified thrust ranging from 52,000 to 62,000 pounds, it powers the Airbus A310-300
and A300-600 aircraft and Boeing 747-400, 767-200/300 and MD-11 aircraft. For
twin-engine aircraft, the PW4000 is approved for 180-minute ETOPS (Extended-range
Twin-engine Operations).
Entered service in 1987. Advanced, service-proven technologies, such as single-crystal
superalloy materials and its Full-Authority Digital Electronic Control (FADEC) for
superior fuel economy and reliability. The engine's attractiveness is further enhanced by
excellent performance retention, long on-wing times and low maintenance costs.
Meets all current and anticipated emissions and noise regulations with margin. For a
further reduction in emissions, especially NOx, TALON (Technology for Advanced
Low NOx) combustor technology is now available as an option. Derived from the 112inch fan model, TALON has segmented, replaceable liner panels for maintainability
and air blast fuel nozzles for excellent fuel atomization and mixing
Engine Characteristics
– Fan tip diameter: 94 in
– Length, flange to flange: 132.7 in
– Takeoff thrust: 52,000 - 62,000 lb
– Flat rated temperature: 86 or 92° F
– Bypass ratio: 4.8 to 5.1
– Overall pressure ratio: 27.5 to 32.3
– Fan pressure ratio: 1.65 - 1.80
P&W 4000 SERIES: 100 INCH FAN
• PW4000 100-inch fan engine is first derivative model in PW4000 family.
Developed specifically for Airbus Industrie's A330 twinjet, certified from 64,500
to 68,600 pounds of thrust.
• PW4168 features the industry's lightest weight and most advanced nacelle.
Incorporates a number of service-proven technologies in materials, aerodynamics
and controls to enhance performance, reliability and durability. The engine was the
first in aviation history to qualify for ETOPS (Extended-range Twin-engine
Operations) prior to entering service. It is now approved for 180-minute ETOPS.
Meets all present and anticipated noise and exhaust emissions regulations.
• PW4000 100-inch engines have accumulated more than three million hours of
revenue service and are the leading engine on the A330
• Engine Characteristics
– Fan tip diameter: 100 in
– Length, flange to flange: 163.1 in
– Takeoff thrust: 64,500 - 68,600 lb
– Bypass ratio: 5.1
– Overall pressure ratio: 32.0
– Fan pressure ratio: 1.75
P&W 4000 SERIES: 112 INCH FAN
•
•
•
PW4000 112-inch fan engine is second derivative model in PW4000 engine family.
The PW4084, certified at 86,760 pounds thrust, was the launch engine for Boeing's 777
super twinjet. It entered service in June 1995 with United Airlines, already qualified for
180-minute ETOPS (Extended-range Twin-engine Operations). First engine to operate
with approval for 207-minute ETOPS. The PW4090, certified at 91,790 pounds of
thrust, entered service on the Boeing 777-200ER airplane in March 1997. The most
recent model, the PW4098, was certified in July 1998. The PW4098, at 99,040 pounds
of thrust, is available for 777-200ER and 777-300 models.
For transportability, the engine can be shipped in a 747F as a complete engine. Also,
the fan case is easily separated from the engine's core for split shipment without
disturbing the bearing compartments.
Engine Characteristics
– Fan tip diameter: 112 in
– Length, flange to flange: 191.7 in
– Takeoff thrust: 74,000 - 98,000 lb
– Bypass ratio: 5.8 to 6.4
– Overall pressure ratio: 34.2 - 42.8
– Fan pressure ratio: 1.70 - 1.80
GE 90 FAMILY: MOST POWERFUL ENGINES IN WORLD
• GE Aircraft Engines was specified by Boeing to develop a 115,000 pound-thrust
GE90 derivative engine for all longer-range 777-200LR and -300ER derivatives.
• Derivative engine represents the successful culmination of GE's strategy in the
early 1990s to build a new centerline engine for the Boeing 777 family. Since its
initial testing, the GE90-115B has set numerous aviation records including
reaching a sustained record 122,965 lbs. of thrust during initial ground testing at
GE's outdoor test facility
P&W / G.E. GP7000 FAMILY
WORLD’S LARGEST PASSENGER AIRLINER: A380-800
A380-800 Wing span 79.8m (261ft 10in), length 73m (239ft 6in). Height 24,1 m (79ft 1in)
P&W / G.E. GP7000 DETAILS AND SPECIFICATIONS
• Joint effort between Pratt & Whitney and General Electric
• GP7000 is derived from some of the most successful widebody engine programs in
aviation history (GE90 and PW4000 families)
– Industry leading ETOPS reliability from service entry
– Over 250 million hours of performance
– Built on GE90 core and PW4000 low spool, but with many new technologies
– Best of GE Aircraft Engines and Pratt & Whitney technologies
• Two-spool simplicity for reliability and maintainability
• Best payload capability, performance and performance retention.
• Quietest and lowest emissions in its class.
• Engine Characteristics
– Fan tip diameter: 116 in
– Length, flange to flange: 187 in
– Takeoff thrust: 70,000 lb
– Flat rated temperature: 86° F
– Bypass ratio: 8.7
FUEL CONSUMPTION TREND
•
U.S. airlines, hammered by soaring oil prices, will spend $5
billion more on fuel this year or even a greater sum, draining
already thin cash reserves
•
Airlines are among the industries hardest hit by high oil prices,
which have jumped 38 percent in just 12 months.
•
Airline stocks fell at the open of trading Tuesday as a spike in
crude-oil futures weighed on the sector
Fuel Burn
JT8D
PW4084
JT9D
Future
Turbofan
PW4052
NOTE: No Numbers
1950
1960
1970
1980
1990
Year
2000
2010
2020
MILITARY ENGINES: P&W F100
P&W F100 DETAILS AND SPECIFICATIONS
•
•
•
•
Powers all current F-15 figher aircraft and F-16 fighter aircraft in 21 countries. More
than 6,900 engines produced and over 16 million flight hours.
F100-PW-229 is the most mature Increased Performance Engine (IPE) available and is
the engine of choice for air forces worldwide. It is the only IPE engine operationally
matured in both the F-15E and F-16 Block 52 aircraft. Using technology developed
from the F119 and F135 engine programs for the F/A-22 Raptor and F-35 Joint Strike
Fighter, the current production PW-229 incorporates modern turbine materials, cooling
management techniques, compressor aerodynamics and electronic controls.
In addition to offering the most technologically advanced IPE available, Pratt &
Whitney offers a comprehensive range of maintenance management programs and
engine overhaul services to meet all customer requirements. These programs provide
customers with low-cost maintenance solutions and superb operational readiness.
Engine Characteristics
– Thrust: 23,770 - 29,160 lb
– Weight: 3,740 lb
– Length: 191 in
– Inlet Diameter: 34.8 in
– Maximum Diameter: 46.5 in
– Bypass Ratio: 0.36
– Overall Pressure Ratio: 32 to 1
MILITARY ENGINES: P&W F119
P&W F119 DETAILS AND SPECIFICATIONS
•
•
•
•
•
P&W F119 turbofan engine. In the 35,000 pound thrust class, engine is a dual spool,
counter-rotating turbofan that enables aircraft operation at supersonic speeds for extended
periods.
F119 is equipped with a number of advanced technologies. Three-stage fan has shroudless
titanium fan blades and is powered by a single-stage low-pressure turbine. The engine's core
has an aerodynamically efficient six-stage compressor driven by a single-stage highpressure turbine featuring the next generation of single-crystal superalloy blades with
improved cooling management. Robust, but compact, high-pressure compressor features
integrally bladed rotor disks for improved durability and three-dimensionally designed
airfoils.
Convergent/divergent nozzle vectors thrust 20 degrees either up or down. Nozzle position
management is automatically controlled by the full-authority digital electronic control
(FADEC), which controls hundreds of other engine and aircraft operating parameters.
F/A-22 full operational capability is expected in 2005.
Engine Characteristics
– Type: Twin-Spool, Augmented Turbofan
– Thrust: 35,000 Pound Thrust Class
– Engine control: Full-Authority Digital Electronic Control
– Compression system: Twin Spool/Counter Rotating/Axial Flow/Low Aspect Ratio
– Combustor: Annular
– Turbine: Axial Flow/Counter-Rotating
– Nozzle: Two Dimensional Vectoring Convergent/Divergent
JSF ENGINE CONCEPTS: VSTOL
A GOOD PLACE FOR MARKET NEWS
Singapore Airlines places US$7.35 bln Boeing order
August 25, 2004 04:13:57 (ET)
SINGAPORE, Aug 25 (Reuters) - Singapore Airlines Ltd. ((SIAL.SI)), the world's
second-largest airline by market value, said on Wednesday it had ordered 31
Boeing Co (BA,Trade) long-range 777-300ERs worth about US$7.35 billion in a
fleet renewal programme.
The aircraft will be powered by engines from General Electric Co (GE,Trade), Asia's
most profitable airline said.
The national carrier had asked airframe manufacturers Boeing Co (BA,Trade) and
Airbus SAS ((EAD.DE))((EAD.PA)) to bid for new plane orders it may place later
this year.
Boeing, the No. 2 maker of jetliners, is in a dogfight for market share with No. 1
Airbus.
The planes will cover the medium-haul and regional needs of the 57 percent
government-owned airline over the coming years.
ONLINE REFERENCES
•
•
•
•
•
•
•
•
•
•
•
http://www.aircraftenginedesign.com/enginepics.html
http://www.pratt-whitney.com/
http://www.geae.com/
http://www.geae.com/education/engines101/
http://www.ueet.nasa.gov/StudentSite/engines.html
http://www.aeromuseum.org/Education/Lessons/HowPlaneFly/HowPlaneFly.html
http://www.nasm.si.edu/exhibitions/gal109/NEWHTF/HTF532.HTM
http://www.aircav.com/histturb.html
http://inventors.about.com/library/inventors/bljjetenginehistory.htm
http://inventors.about.com/library/inventors/blenginegasturbine.htm
http://www.gas-turbines.com/primer/primer.htm
SIEMENS POWER GENERATION: ORLANDO
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The SGT-300 Industrial Gas Turbine for Power
Generation (ISO) 7.90MW(e)
The SGT-300 is available with a Dry Low Emissions
(DLE) combustion system, providing extremely low
NOx levels with gas and liquid fuels and a full dual
fuel capability. The SGT-300 design is uniquely
simple, employing a single twin bearing rotor with
heavy duty casings. This allows full site maintenance
to be carried out.
The generator set package is very compact, providing
a small footprint and a high power-to-weight ratio.
The single-shaft configuration provides excellent load
acceptance and rejection characteristics, allowing
robust and reliable operation in all applications.
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SGT-800 Industrial Gas Turbine – 45MW
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The SGT-800 combines reliable, robust industrial
design with the high efficiency and low emission
levels of the latest turbine technology. It allows you to
implement rapid, low-cost solutions for combined
heat and power production. Moreover, it's
environmentally sound, compact and easy to install.
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Designed for continuous, heavy-duty operation, the
SGT-800 is the obvious choice where reliability,
environmental concerns and low life-cycle costs are
key factors. In combined cycle installations, this
turbine affords very competitive life-cycle costs. It
also offers high efficiency in simple cycle operation.
And its powerful heat production capability in
cogeneration installations makes it the ideal choice for
the process industry.