Professional Documents
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GTT Module 5
GTT Module 5
Module-3
• Engine Performance: Design & off-design Performance. Surge margin requirements, surge
margin stack up. Transient performance. Qualitative characteristics quantities. Transient
working lines. Starting process & Wind milling of Engines. Thrust engine start envelope.
Starting torque and speed requirements Calculations for design and off-design
performance from given test data– (case study for a single shaft Jet Engine). Engine
performance monitoring.
•
Module-4
• Compressor: Compressor MAP. Surge margin, Inlet distortions. Testing and Performance Evaluation.
Combustor: Combustor MAP, Pressure loss, combustion light up test. Testing and Performance Evaluation.
Turbines: Turbine MAP. Turbine Testing and Performance Evaluation. Inlet duct &nozzles: Ram pressure
recovery of inlet duct. Propelling nozzles, after burner, maximum mass flow conditions. Testing and
Performance Evaluation
Module-5
• Engine Testing: Proof of Concepts: Design Evaluation tests. Structural Integrity. Environmental Ingestion
Capability. Preliminary Flight Rating Test, Qualification Test, Acceptance Test. Reliability figure of merit.
Durability and Life Assessment Tests, Reliability Tests. Engine testing with simulated inlet distortions and,
surge test. Estimating engine - operating limits. Methods of displacing equilibrium lines.
• Types of engine testing’s: Normally Aspirated Testing, Open Air Test Bed, Ram Air Testing, Altitude Testing,
Altitude test facility, Flying Test Bed, Ground Testing of Engine Installed in Aircraft, Flight testing. Jet thrust
measurements in flight. Measurements and Instrumentation. Data Acquisition system, Measurement of
Shaft speed, Torque, Thrust, Pressure, Temperature, Vibration, Stress, Temperature of turbine blading etc.
Engine performance trends: Mass and CUSUM plots. Accuracy and Uncertainty in Measurements.
Uncertainty analysis. Performance Reduction Methodology.
Laboratory Sessions/ Experimental learning:
https://www.youtube.com/watch?v=suuTC9uGLrI https://www.youtube.com/watch?
v=7bJywbP7ZIU
Applications:
1. Conservation of energy principle to Heat and Thermodynamic processes
2. Compressors, Blowers, Steam or Gas Turbines, IC engines
Video link / Additional online information (related to module if any): https://nptel.ac.in/
courses/101/104/101104067/
7
Bridge Materials
Law of Conservation of
Energy The law of conservation of energy
states that:
Internal Energy
“The total energy of an isolated
Thermodynamic system is constant”.
processes
Energy can be transformed from
one form to another, but can be
Transfer of energy, as
heat and as
neither created nor destroyed.
thermodynamic work
Process: A path of successive state through which the system passes during the
change of state.
Cycle: A series of state changes such that the final state is identical with the initial
state.
Reversible process: Process in which system passes through series of equilibrium 8
states.
Syllabus:
Engine Testing:
Proof of Concepts: Design Evaluation tests. Structural Integrity. Environmental
Ingestion Capability. Preliminary Flight Rating Test, Qualification Test, Acceptance
Test. Reliability figure of merit. Durability and Life Assessment Tests, Reliability
Tests. Engine testing with simulated inlet distortions and, surge test. Estimating
engine-operating limits. Methods of displacing equilibrium lines.
Vibration:
Vibrations generated by engine outside the specified frequency
range shall not be detrimental to engine operation. The limits shall
be based on the engine being installed in a mounting system which
will be following dynamic characteristics.
The natural frequencies of the damping system with the engine
installed shall be no higher than 80% of the rotor speed(s) in all
modes of vibration which can be exited to the residual rotor
unbalances.
Environmental ingestion capability
Bird ingestion:
When enquired by user services, the engine shall be capable of
ingesting the number and different sizes of birds at the bird
velocity and engine speed as described by MIL-E-5007D.
The number of birds to be ingested shall be based on the area at
the fan/compressor base.
Foreign object damage (FOD):
The engine shall operate for two inspection periods or the
number of hours specified in the engine specification after
ingestion of defined FOD.
Ice ingestion:
The engine shall be capable of ingesting hail, and any ice which
accretes on engine inlet parts without flameout.
Sand ingestion:
The engine shall be capable of operating at maximum continuous
thrust with specified concentration of sand and dust for a total of 10
hours with not greater than 5% loss in thrust, 5% increase in SFC.
Altitude test:
Minimum engine performance, transient, distortion, wind milling, relight and
restart are demonstrated through altitude test.
The engine should be capable of at least 5 hrs. of continuous Wind milling
operation throughout its entire operating envelope without damage to the engine,
and without affecting capability of air restart.
The engine shall be started, and operated at intermediate power lever operation
for at least 3 minutes, at each of the six test points as shown in flight operating
envelope.
Engine pressure rest:
All gas pressure loaded components and engine are subjected to 2 times the
maximum compressor discharge pressure without rapture.
Environmental ingestion:
Life assessment test:
To establish TTL/MTBO/Calendar life/Servicing periodicity, shelve life and storage conditions.
Fungus:
Compared to non-nutrient materials.
Corrosion susceptibility:
Salt laden air or NaCl used for test.
• Acceptance tests are conducted on each engine submitted for delivery. These
tests are subset of QTs, prepared by engine contractor and are submitted for
approval by user service as an acceptance test procedure (APT) document.
• Acceptance tests of gas turbines with emission control and/or power
augmentation devices that are based on fluid injection and/or inlet air treatment
are also covered by this International Standard and it is necessary that they be
considered in the test procedure, provided that such systems are included in the
contractual scope of the supply subject to testing.
• This International Standard does not apply to emission testing, noise testing,
vibration testing, performance of specific components of the gas turbine,
performance of power augmentation devices and auxiliary systems, such as air
inlet cooling devices, fuel gas compressors, etc., conduct test work aiming at
development and research, adequacy of essential protective devices,
performance of the governing system and protective systems, and operating
characteristics (starting characteristics, reliability testing, etc.).
Reliability
Reliability is the ability to perform a required function under
stated conditions for a stated period of time.
Reliability qualification involves three phases: apportionment,
prediction and analysis. Maintainability qualification follows a
similar approach.
Failure mode, effect and criticality analysis (FMECA) and fault
tree analysis are helpful qualitative tools for design assurance.
Reliability prediction is a continuous process starting with paper
prediction based on design analysis, plus historical failure rate
information. The evaluation ends with reliability measurement
based on data from customer use of product.
Reliability figure of merit
Mean time between failures (MTBF):
Mean time between successive failures of a repairable product (total
engine hours accumulated in measurement period divided by the
number of failures in the measurement periods).
Failure rate:
Number of failure per unit time.
Availability:
Operating time expressed as a percentage of operating and mean time.
Percentage of life:
Life during which X% of the population would have failed.
Repairs/X:
Number of repairs per X operating hours.
Reliability definitions
Engine failure:
Inability to obtain or sustain thrust at any if the required levels as a result
of an engine component failure.
An inflight thrust loss 10% or greater of the minimum power normally
available for specific power setting.
A condition charged to engine, which causes or generates a decision to
shut engine or retard throttle to reduce engine thrust greater than 10% of
the proper desired value. Engine flameouts chargeable to engine are
considered engine failure.
Low oil level after flight indicating warning.
High vibration levels.
If fault is corrected by component replacement.
Excluded failure:
Maintenance/repair lapse
FOD
Failure resulting when engine was operated beyond specification
Fuel/oil contamination
Inlets operating at off design conditions have flow non uniformities occurring frequently.
The attitude variations cause increases distortions. Tests actually simulate the inlet
duct conditions: shock wave formations, boundary layer development, etc.
Free jet testing approximately doubles the air handling requirement of the test facility in
order to assure interference free inlet conditions at the engine inlet. Frequently the
necessary air handling capacity for free jet testing is not available in a test facility. In
such cases, the air can deducted directly (direct connect) and without appreciable
spillage to the engine inlet so that approximately half the capacity required for a free
jet facility is needed.
Inlet distortion screen method
• A support grid over which screens of various densities and arrangements can be
placed is located upstream of the engine in the ducting. By selection of the density and
the number of the overlapping screens, the local pressure distribution turbulence
profile in the inlet can be controlled.
• The operating limits of a turbojet engine are represented for non-distorted, two sector
type distorted, and one sector type distorted inlet flow. At high Reynolds numbers,
influence of the disturbances is relatively small. The small margin in the high speed
range id practically unaffected; the stall margin in the low speed range shows only a
slight change.
• At low Reynolds number, corresponding to high altitude flight conditions, the effect of
inlet flow distortion on the stall margin is extremely critical, particularly in the high
speed range.
Ducted-nozzle distortion methods
• It is frequently not sufficient merely to determine the sensitivity of an engine to given
standard types of airflow distortion patterns; it is often necessary to closely simulate the
actual airflow distortion pattern occurring at the engine inlet at various flight conditions. In
many cases the ducted nozzle method can be utilized to provide such improved simulation
of inlet flow distortion instead of the more costly simulation method provided by either
free jet or propulsion wind tunnel testing where the airflow and plant capacity requirements
are much greater.
• A major portion of the inlet duct is duplicated in the ducted nozzle technique. Simulation of
the disturbances which originate ahead of the inlet duct is then produced by adjustable
vanes, thus a wide range of distortion patterns is possible.
• For a given freestream Mach number and angle of attack, the distortion pattern depends
primarily on pressure level in combustion chamber that is, on the intensity of the
combustion or on the fuel air ratio. Hence a strong inter-relationship exists between the
combustion intensity and the pressure recovery and air flow distortion in the inlet duct.
• The simulated distortion gets strongly influenced by the movement of shock downstream
of the duct throat in supersonic flow. This shock move upstream or downstream depending
upon the pressure level in combustion chamber. A systematic study is therefore required
without adjustable vanes to determine to what extent the correct distortion profiles can be
simulated by merely adjusting the Mach number in the narrowest section to the proper
value determined previously in the wind tunnel tests. The effective area of the ducted
nozzle throat can be varied by insertion of wedges or by blowing in or sucking off air.
• The different response rate of the boundary layer build-up in the inlet ducting throttle
transient movements may introduce deviations which require specific investigation before
the suitability of the ducted nozzle technique for each individual test could be assured.
• It is relatively easy to discharge the exhaust gases passing through the engine at a higher
pressure than the ambient altitude pressure. This can be done by applying the choked-
nozzle technique in which the engine exhaust gases are not expanded to the ambient
pressure but only to a pressure slightly below that required to choke the exhaust nozzle.
• This method permits the study of all internal conditions up to and including the throat of the
exhaust nozzle, but it does not provide simulation at the correct conditions in the downstream
portion of the exhaust nozzle. Even in this case the exhaust gases can be expanded to low
pressure levels corresponding to ambient pressure then recompressed by the use of supersonic
diffuser or ejectors before they enter the exhaust duct.
• Alternatively the kinetic energy of the bypass air is used to increase its pressure level before it is
discharged in to the exhauster, based on the principle of the supersonic second-throat diffuser.
This method utilizes a shroud which is fitted tightly to the free-jet supersonic nozzle to avoid
mixing of the bypass air with the air in the surrounding chamber until after the bypass air has
been raised to a higher level. The pressure recovery potential for the bypass now in free-jet
assemblies is, however much poorer than the pressure recover potential of conventional
supersonic wind tunnels. This situation results from the fact that the boundary layer along the
internal walls of the supersonic nozzle is a considerably larger portion of the mass flow through
the supersonic nozzle, because the high energy core of the supersonic nozzle flow is added
through the engine. As a result, it is obviously exceedingly difficult to recover the energy of the
supersonic bypass flow. The boundary layer thickness, therefore, needs to be reduced. Such
suction will be produced in actual configurations by separate auxiliary ejectors.
• The most important effect of air distortion is the reduction of the stall
margin. The stall margin is defined as the difference in compressor
pressure ratio between the steady-state equilibrium operating line and
the stall-limited pressure ratio.
• For both the distortion screen and the ducted nozzle methods, the test
facility must supply air only to the extent directly required by engine; a
very small additional amount of external airflow is needed for breathing
or cooling purposes. These two techniques also require wind tunnel
tests preceding the actual hot engine tests for determination of the
correct distortion pattern.
• If such artificial means of producing the desired inlet distortion pattern
are not satisfactory and if test facilities of sufficient capacity are
available, the so called free-jet test method which represents a
significant improvement in the natural production of inlet flow distortion
may be employed.
• One major requirement for free-jet testing is that disturbances
originating at the supersonic jet boundary must not propagate into the
inlet flow to the engine. Since at large angles of attack such a condition
is sometimes difficult to meet, critical inlet flow patterns are observed
by means of the shadow graph, method to determine whether or not an
externally-originated shock or disturbance is interfering with the inlet
flow.
• The limitations imposed on the free jet testing method have resulted in
a limitations of the maximum permissible test article size. In general,
50% or more of the supersonic nozzle flow must be bypassed around the
engine. This value is somewhat larger at high angles of attack.
Methods of initiating surge – Displacement
of equilibrium working line
• For an HP compressor the most usual method is fuel spiking. Here the
working line is raised by momentarily injecting excess fuel, between 10%
and 400% extra over around 200ms.
• For LP compressors or fans the most usual method is to build a
development engine with a reduced capacity LP turbine or bypass
nozzle respectively, to raise the working line. Bleed extraction is used to
enables operation at higher power, the engine is then slowly decelerated
until it surges. The process is repeated with various levels of bleed to
map out the surge line.
• Other less common technique includes in bleeding air downstream of
the subject compressor.
Factors for design of engine test beds
Engine inlet flow is uniform. Any distortion will affect compressor performance and will
give an erroneous mass flow measurement. At worst, vortices may be shed from the
floor or walls causing high cycle fatigue failure of compressor blades.
There is no reinjection of hot exhaust gas. Should this occur the resulting distorted inlet
temperature profile will again affect compressor performance. It will also prevent
accurate measurement of inlet temperature, which is essential for referral of
measured engine performance.
For thrust engines, that the static pressure field around the engine is as close as
practical to that of free stream conditions. As described below the thrust reading must
be corrected for this effect: the smaller the effect the less scope for error in the
correction.
The static pressure distribution at the propelling nozzle exit plane allows accurate
determination of a mean value. Otherwise the thrust measurement will be in error, and
the engine performance may be affected.
Test bed calibration
An indoor test bed gives useful all-weather availability, but unless the test bed is purely
functional it should be calibrated against an outdoor test bed, to determine the effects
of the static pressure field and rematch.
Indoor sea level shaft power bed
This is used for turboprop or turboshaft engines, with output power measured directly.
The main differences from an indoor thrust bed are as follows.
o Air may be ducted directly to the engine from ambient rather than it flowing though the
test cell, with flow measured outside the test bed at entry to the ducting. The test bed
configuration does not affect measured air flow and hence measured performance; the
building is only there to provide protection from adverse weather conditions.
o Alternatively air may enter the test bed through splitters and then into the engine as per
a thrust bed; here test bed configuration does affect the measured air flow and the
rules provided should be adhered to.
o The exhaust flow has a low velocity and is ducted directly to atmosphere with no
detuner required. Entrainment effects therefore need not be considered.
On shaft power test beds some device must absorb the engine output power, providing suitable
characteristics of load versus speed. There are several possibilities:
o For a turboprop, an aircraft propeller may be fitted on the test stand.
o An alternator may be used to generate electrical power, to be either dissipated in electrical
resistance banks or passed to a grid system. The latter is appealing environmentally, but usually
impractical during an engine development programme. Set up costs are high, rotational speed is
tied to grid frequency, and intermittent operation may be unacceptable to a grid operator.
o A dynamometer absorbs power over a range of power and speed combinations, and often also
measures torque. In the hydraulic type a vaned rotor and stator arrangement pumps water
through the vanes. The power absorbed heats the water, which must either be cooled or a fresh
supply provided. Valves control the water level within the dynamometer, which changes the
power absorbed at any given speed and allows for various power/speed laws. Torque
measurement utilises a load arm and weighing system on the external casing, which is freely
mounted on bearings. The input torque is transmitted via the water and any bearing friction.
Altitude test facility (ATF)
Thrust or shaft power test beds may be housed within an altitude test facility (ATF),
which reproduces the inlet conditions resulting from altitude and flight Mach number.
Unlike a sea level test bed the plant must provide a continuous airflow even without
the engine operating, to maintain reduced pressure and temperature.
To simulate both ambient conditions and flight Mach number engine inlet total
pressure and temperature must be controlled to the ram (free stream total) values for
the altitude and Mach number.
Also, the static pressure at the nozzle exit plane must be set to that of the test altitude.
These parameters are mostly sub ambient at altitude, hence common features of the
various types of ATF are substantial pressure reduction, chilling and drying capabilities,
and recompression of discharge air back to ambient.
Advantages:
A full of ambient and flight conditions can be tested at one geographical location.
High availability, independent of weather conditions.
Flying test bed
A flying test bed is also often used for major aero-engine
programmes.
Typically a four engine aircraft is modified to mount a single,
new development engine at one berth.
Engines installed in commercial airplanes are usually part throttle engines, that is, takeoff
rated thrust is obtained at throttle settings below full throttle position. Part throttle engines
are also referred to as flat rated due to the shape of the takeoff thrust curve used for such
engines.
The ratings for these operating conditions are published in the Engine Model Specification
for each model engine. Takeoff and maximum continuous ratings, being the only two
engine ratings subject to FAA approval, are also defined in the FAA Type Certificate Data
Sheet. Engines installed in commercial aircraft are usually "part-throttle" engines; that is,
takeoff-rated thrust is obtained at throttle settings below full-throttle position.
• "Part-throttle" engines are also referred to as being flat rated, due to the
shape of the takeoff thrust curves used for such engines. What is
actually meant by the term flat rating is perhaps best described by
comparing takeoff thrust settings on the military "full-throttle" engines
with the "part-throttle" commercial engines.
• The "full-throttle" engine is adjusted under sea-level standard (SL Std.)
conditions to produce full-rated thrust with the throttle in full forward
position. Ambient temperature changes occurring with the throttle in full
forward position will cause thrust level changes. Temperatures rising
above the SL Std. 15°C will result in a proportional thrust decrease, while
at temperatures below standard, thrust will increase, exceeding the
rated level as shown in Fig. 19-12.
• For maximum reliability, better hot day performance, and economy of operation,
commercial turbojet and turbofan engines are operated at the more conservative "
part-throttle" thrust levels, thus in effect making them "flat-rated." A flat-rated engine is
adjusted under sea-level standard conditions to produce full-rated thrust with the
throttle at less than full forward position. When ambient temperature rises above the
SL Std. 15e C, rated thrust can still be maintained up to a given temperature increase
by advancing the throttle. The amount of throttle advance available to keep the thrust
level "flat rated' is determined by engine operating temperature limits.
• As an example, the takeoff thrust of the General Electric CF6-6 high-bypass turbofan
engine is flat rated to sea-level standard day (15oC) plus 16°C = 31°C, at which point
thrust becomes EGT limited. Any further increase in ambient temperature will cause a
proportional decrease in thrust.
• At ambient temperatures below SL Std., the thrust is held to the same maximum value
as for a hot day. In this manner a flat-rated engine can produce a constant rated thrust
over a wide range of ambient temperatures without overworking the engine.
Engine flight testing
Performance tests on a test stand will not give the thrust of the
engine installed in the airframe. The air intake location and the
aircraft flow field interference are unique, resulting in changes to
thrust values known from static conditions. Thus there is need to
establish in-flight thrust values. Engine flight testing involves in the
following,
Thrust estimation
Engine handling characteristics
o Air starts
o Bode or engine acceleration
o Afterburner lights
Performance and test maneuvers
Thrust estimation
• There are a number of methods available to the flight
test engineer for inflight thrust measurement on jet
power aircraft. However, like power determination on a
reciprocating engine powered aircraft, they all have
their weaknesses.
Jet flow measurement
One of the more common methods is called the jet flow measurement
method. This method works reasonably well on all types of jet engines
and can be used as a check on other methods.
The gross thrust is determined by measuring the engine pressure ratio
(EPR) and solving for gross thrust by use of the equations.
The thrust coefficient is determined by measuring the thrust as a function
of EPR during a ground static calibration and plotting Cr as a function of
EPR as shown in Fig. 7.1.
This ground static calibration should be conducted for each test
installation and should be repeated if any engine or airframe component
is changed during the test. Since during the ground static calibration it
will not be possible to obtain as high a
value for EPR as will be obtained in flight, the plot of Cr vs EPR must be
extrapolated to the higher values of EPR. It is this extrapolation that is
the most likely source of error in the method.
Engine Manufacturer's Data
This method costs a large sum of money and is normally only available to
those testing military aircraft.
Climb Performance Method
The jet flow method of thrust determination can be criticized for the fact
that its accuracy is dependent upon the determination of the thrust
coefficient and that values must be extrapolated to EPRs that can be
obtained in flight. There is also a question about the effects of altitude on
thrust coefficient.
A method developed by the French called the climb performance method
removes some of the inaccuracies of the jet flow method and is actually
more of an extension of that method than a method that stands alone.
We can assume that the values of thrust coefficient obtained during the
ground static calibration are accurate at low flight speeds and low
altitudes.
If we then determine the net thrust by this method in a low altitude climb at
best rate-of climb speed, we can assume it is accurate.
Engine trimming
• Operational engines must occasionally be adjusted to compensate, within limits,
for thrust deterioration caused by compressor blade deposits of dirt or scale or
other gas path deterioration. This process is called trimming.
• The word comes from the old practice of adjusting the engine's temperature and
thrust by cutting or trimming the exhaust nozzle to size. Although the nozzle size
on some engines can be varied by the insertion or removal of metal tabs called
mice, the trimming process generally involves a fuel-control adjustment to bring
the engine to a specific temperature, fuel flow, thrust, and engine pressure ratio.
Manufacturer instructions must be followed when performing trimming
operations on any specific engine. Trimming on of newer engines is
automatically accomplished through the digital engine electronic control (DEEC),
of which the fuel control (FADEC) is a part. When the rated thrust cannot be
restored without exceeding other engine limitations, the engine must either be
field cleaned or removed and sent to overhaul. Cleaning is accomplished by
introducing a lignocellulose material into the air inlet duct while the engine is
operating. The cleaning material, known as Carboblast Jet Engine Type, is made
by crushing apricot pits or walnut hulls. Specific steps to follow in cleaning any
• particular engine are to be found in the maintenance
instructions for that engine. These steps generally include
blocking some lines and ports and removing any equipment in
the inlet duct that might be damaged by the cleaning material.
The engine is then run at different speeds for stipulated
periods of time while the Carboblast compound is fed into the
inlet duct. After cleaning, the installation must be returned to
its original configuration and the engine must be retrimmed.
• On some engines, cleaning is accomplished by using a washing
solution consisting of plain water or an emulsion of
demineralized water, kerosene, and other cleaning liquids such
as Turco 4217. This type of field cleaning is done either as a
desalination wash to remove salt deposits when operating in
salt-laden air or as a performance recovery wash to remove dirt
and other deposits that build up over a period of time depending
on the environment. After cleaning, the engine may be motored
with the starter or run. The use of a water wash is not
recommended after the use of a dry chemical fire extinguisher.
Engine log sheet
Most manufacturers will have an engine log sheet on which is
recorded the following data in addition to the instrument
readings.
Engine model and serial number
Serial number of component
Grade and specific gravity of fuel
Grade or specification of oil
Test cell depression (pressure drop due to test cell inlet
restriction)
Total time of test cell run
Reason for unscheduled shutdown
Repair made to engine during test
Reason for engine rejection (if applicable)
Oil consumption
Jet nozzle area
Overhaul agency (if applicable)
Test operators and inspectors signature
Correct engine performance is indicated for standard day
conditions and compared with manufacturers guaranteed
performance by comparing corrected value with charts and
graphs drawn by the manufacturer guaranteeing minimum
performance and values for the engine.
Measurements and instrumentation
Engine tests use differing amounts and sophistication of instrumentation,
depending on their purpose. Many development tests require detailed
performance investigation, hence pressures and temperatures are measured at
virtually every station, as well as power or thrust, shaft speeds, fuel and air flow,
etc.
At the other extreme, for production pass off or endurance testing only a minimum
of measurements are taken beyond those of the production control system,
such as ambient conditions, power or thrust level, and fuel flow.
Engine testing is very expensive, hence to ensure good quality data is obtained the
importance of the following cannot be overemphasized.
The test bed and all instrumentation must be properly calibrated.
Test planning should include careful specification of instrumentation
requirements.
Key measurements must be repeatedly checked during the testing, to ensure data
is valid. Engine removal from the test bed must be delayed, and testing repeated,
if necessary.
Pressures
This is required for all engines where the intake is inside a test
bed, and is measured in at least two places of low cell velocity.
Usual locations are on the side walls in the plane of the nozzle
exit, at the same height as engine centerline.
The instrumentation comprises the open end of a 1–2mm
diameter capillary tube surrounded by a perforated ‘pepper
pot’, which removes the effects of incident velocity.
The tube is then connected to either a transducer or water
manometer.
Engine static pressures:
If the axis of a tapping is perpendicular to the flow direction
then it will read static pressure, as no dynamic head will be
recovered.
These give a more accurate reading than side or rearward
facing toppings on immersed probes, as the presence of the
probe disturbs the flow.
Static pressure trappings may be used in place of total
pressure readings if a calibration has already been obtained
versus the total pressure reading.
Such calibrations become tenuous however if there is swirl
angle variation, as this changes the local Mach number.
Engine total pressures:
To achieve full recovery of the stream dynamic head, and hence measure total
pressure, the pressure tapping is mounted in a probe which points its axis
towards the direction of gas flow.
If the flow angle varies by more than ±50, a Kiel head should be employed.
This uses a chamfered entry to recover effectively the stream dynamic head for
incidences of up to ±250.
Above gas temperatures of around 1300K total pressure probes are not normally
viable, as they will require cooling and hence become so large that associated
pressure drops are prohibitive.
Coverage requirements depend on how well understood the pressure uniformity
is at a station, and should be agreed with the relevant component designer.
Many radial and circumferential locations may be addressed via either multiple
heads on vane leading edges, or several multihead rakes inserted into the gas
stream.
Differential pressures:
The transducers are mounted local to the engine to minimize line volumes, and hence
allow fast response to pressure changes; they may be water jacketed to enhance
thermal stability.
Line length limits are around 5m for ordinary handling and 1m for faster transients such
as fuel spiking. In the former case a divertor valve may be employed to allow the same
tapping to be read by the steady state scanivalve; for the shorter line length space does
not permit this. Typical scan rates range from 10 to 500 scans per second.
Absolute accuracies are lower for dedicated transient transducers than for a scanivalve
system, around 1.5% of full range, and the transducers are more subject to drift.
A calibration curve should be run at the start of each working day to provide a
comparison with the steady state instrumentation. In addition a transient manoeuvre
should be performed to check for lag due to divertor valve faults.
Dynamic measurements of pressures:
Dynamic measurements of pressure address high frequency
pressure perturbations, rather than ‘dynamic pressure’ as in
‘velocity head’.
These measurements are employed to detect flow instabilities
such as rotating stall or rumble which can occur in the
compression and combustion systems.
The accuracy in determining amplitude is low, around 10% of
range, as the design is optimized for response and the thermal
environment is normally uncontrolled.
Probes such as the kistler (resistive) and kulite (piezo) varieties
are utilised, which incorporate pressure transducers – the low
volume allows response to the very high frequencies involved.
Temperatures
Typically the junction is a welded bead of up to 1.1 times the wire diameter.
Thermocouples are less accurate than RBTs, but more robust. The loose ends’ temperature is
maintained by either a UTR (uniform temperature reference) box, whose own temperature is
measured by resistance bulb thermometers, or an Icell (ice cell).
Single pieces of wire should be used between the hot and cold ends, otherwise measurement
uncertainties increase by around 2K per extra junction.
With single pieces batch wire calibration is applicable, where a calibration is obtained of a number of
thermocouples made from a particular batch of cable.
Providing the results agree, this calibration is applicable to other thermocouples made from that
same batch.
In siting thermocouples radiation from adjacent surfaces must be avoided, otherwise the
temperature measured is not that of the gas stream.
For locations where radiation may be severe, shielded thermocouples are employed, which use up
to four concentric thin tubes surrounding the thermocouple bead.
The application of the above devices to measuring
temperatures at key engine stations is described below:
Air inlet temperature:
Recommended coverage is at least 3 RBTs mounted on the intake debris
guard, and more if non-uniform inlet temperature profiles are suspected.
The test bed layout should be adjusted to ensure that the difference
between the readings is less than 1K, otherwise it is difficult to be sure
that the true average temperature is being measured, and the
temperature profile may fundamentally affect engine performance.
Snakes or even thermocouples may also be used, however this results in
lower accuracy as described above.
Cold end (compressor) temperatures:
Usually thermocouples are employed, and accuracy is as described
above. Coverage should be at least three points circumferentially, with
rakes having one to five heads radially depending on engine size and the
expected radial temperature profile.
The heads are usually placed on centres of equal area to provide uniform
coverage and assist in data averaging.
For control system instruments, large robust ‘production’ devices are required. Here the
time constant of the thermocouple can be allowed for in the control algorithms, or heat
transfer increased by increasing the flow past the thermocouple junction. Where the
pressure ratio to ambient exceeds around 1.2 a sonic probe is used.
A small flow is extracted from the gas path through a venturi surrounding the thermocouple
bead. The flow accelerates to choked conditions at the bead and then diffuses before
being dumped overboard. Otherwise aspiration is employed, where higher pressure air is
injected to draw flow past the bead by an ejector effect.
Thrust
These are highly interrelated as power is simply the product of torque and rotational
speed. A torquemeter forms part of a load carrying shaft, and measures torque by
sensing the relative rotation of two ends of a length of shaft. Shaft torque must be
measured at an appropriate point along the output shafting, to exclude any losses
which are not part of the engine supply.
Figure 11.10 illustrates one method where phonic wheels, which also measure speed,
are attached to both the shaft and an outer unloaded tube.
By this means the teeth are in the same plane, and changes in the waveform picked up
indicate angular displacement, and hence torque.
Overall torquemeter accuracy is around 0.5–1%, depending on engine stability.
An alternative method utilises strain gauges to measure shaft twist, however such
devices are delicate and have not been widely successful.
A hydraulic dynamometer may also measure torque.
Input torque is transmitted to the casing by the water
and any bearing friction; the casing is freely mounted
externally on bearings to allow torque measurement
via a load arm and a weighing system.
Vibration
Current engine test cell systems were designed to perform a
simple vibration amplitude check.
If the root mean square (RMS) vibration amplitude falls
within specifications under programmed operating
conditions with no need for adjustments, then the engine is
considered to be ready for installation.
Engine test cell vibration analysis techniques are being
developed to improve engine reliability and availability while
simultaneously reducing life cycle costs.
The engine test cell vibration diagnostic system under
development provides both real-time and post-test analysis
of engine vibration data.
The real-time vibration diagnostic system identifies
sensor faults before they lead to an incorrect diagnosis
and plots key vibration diagnostic features such as
tracked orders during the test.
Vibration sensor faults are a common cause of test cell
ineffectiveness.
Data Acquisition System for Gas turbine
engine
A commercial data acquisition system is adopted to the gas turbine engine test cell
at TEI. The new data acquisition system is set to work to measure and record
partial testing data of the gas turbine engine.
There are about 200 parameters which need to be scanned automatically through
the data acquisition system in the test cell of such a complicated jet engine.
However due to the limited number of channels of the new data acquisition system
it was concentrated only on 15 most important parameters of the gas turbine
engine.
The selected parameters are measured and recorded continuously. These
parameters are given in Table III. For the partial data acquisition of gas turbine
engine the following hardware is used:
o Personal Computer
o Data Acquisition System comprising of ;
Multimeter installed internally
Multiplexer
o Different types of cables, thermocouples and connectors.
Same signals which are coming from the test engine to the existing data acquisition system
are used for the new data acquisition system.
Some signals are taken directly coming from the engine monitoring system processor
(EMSP) which is a part of the control system of the engine. The engine has some sensors
of his own in order to control itself and the signals that are measured are directly coming
from these sensors through the EMSP.
All channels of the data acquisition system were grounded appropriately and the overall
calibration or check is done to maintain the confidence in its accuracy and to avoid the
collection of faulty data.
Calibration is, in a way, checking and controlling of the route from measuring device or
transducer to computer through the data acquisition system by applying prescribed inputs
to the measuring system to see the expected value in the range of acceptable limits.
Engine performance trends: Mass and
CUSUM plots
• Changes in component manufacture or build practice may cause
increasing numbers of engines to fail the pass off test. Identifying these
changes early amongst the general
• scatter is challenging. Though some special instrumentation may be
fitted for the pass off test, more modern practice is to rely on that of the
production control system.
• Instrumentation is therefore often too sparse or inaccurate to suit the
conventional analysis methods. Though these may be employed
additional methods are necessary, which emphasize comparison with
other engines. Figure 11.11 shows an example where pass off data from
a production run is plotted for LP turbine inlet temperature:
Mass plots:
Physical Faults
It is useful to examine a number of physical faults that may exist in the gas path of
the gas turbine, affecting seriously the component and therefore the overall
performance of the engine. The physical faults presented in Table 1 and discussed
in details.
Fouling:
Fouling is one of the commonest causes of performance reduction encountered
by users of gas turbines and can count for more than 70% of the performance loss
during operation. Particular contaminants (dirt, dust, oil, pollen, salt etc.) have the
tendency to stick to the airfoil surface and change the aerofoil inlet angle, aerofoil
shape, increase surface roughness and narrowing airfoil throat aperture [2],
causing the degradation of gas path components’ pumping capacity and efficiency.
The decrease in mass flow will result in a decrease in thrust necessitating an
increase in the rotational speed to maintain a required thrust level, while the
decrease in isentropic efficiency will cause an increase in TET and SFC, thereby
reducing the engine life and increasing the engine operating costs.
Performance deterioration due to fouling is recoverable by cleaning/washing; when the mass flow
decreases by approximately 2.5%.
Corrosion:
The chemical reaction between flow path components and contaminants that enters the gas
turbine with the inlet air, fuel or injected water/stream, causes corrosion that is the loss of
material from those gas path components. Turbine blades are more susceptible to corrosion due
to the presence of combustion products and elevated temperatures. The effect of corrosion is
quite similar to the effect of erosion, since there is a loss of material, increase of surface
roughness that leads to reduction of the component performance and isentropic efficiency. An
effective protection from corrosion attack and subsequent loss of performance for both
compressor and turbine is through coating.
Erosion:
Operators flying in sandy or dusty environments suffer from the phenomenon of erosion. Most of
the ingested dust particles in a desert environment are found to have sizes of 0-1000 μm. Erosion
is caused by, the abrasive removal of material from the gas path components by hard particles
suspended in the air stream. Erosion leads to increased blade surface roughness, blade tip, seal
clearance and changes in the inlet metal angle, airfoil profile, throat opening and blade surface
pressure distribution. In compressors due to pressure loss, there is drop of mass flow capacity
and component efficiency. In turbines there is a drop in efficiency but due to larger passing area,
flow capacity increases and less back pressure produced on the compressor. In contrast to the
case of fouling erosion is non-recoverable by washing or cleaning.
FOD:
144
NPTEL and Youtube
• First Law of Thermodynamics (Part-2) Lectures
https://www.youtube.com/watch?
v=QVUh5uTT6bE&list=PLkn3QISf55zy2Nlqr5F09oO2qcIwNNfrZ&index=9
Outcomes:
Some example problems
• First Law of Thermodynamics for Closed systems
https://www.youtube.com/watch?
v=yTnw8rIDIPM&list=PLkn3QISf55zy2Nlqr5F09oO2qcIwNNfrZ&index=10
Outcomes:
Practical problems are solved for closed systems
• First Law of Thermodynamics for Open systems
https://www.youtube.com/watch?
v=WJfzKbUO5Ho&list=PLkn3QISf55zy2Nlqr5F09oO2qcIwNNfrZ&index=11
https://www.youtube.com/watch?
v=7GdmAf6lblg&list=PLkn3QISf55zy2Nlqr5F09oO2qcIwNNfrZ&index=12
Outcomes:
Practical problems are solved for open systems
145
(An Autonomous Institute)
NPTEL and Youtube
Lectures
NPTEL Lectures
https://nptel.ac.in/courses/112/105/112105266/
Outcomes :
Review of learning concepts
Brayaton cycle is studied additionally
146
(An Autonomous Institute) Affiliated to Visveswaraya Technological University, Belagavi.
MCQs
1. The variations in enthalpy that can not be 3. Changes in enthalpy in an exothermic
detected per calorimeter can be reaction is
detected with the aid of a) positive
a) Newton’s law b) negative
b) Hess’s law
c) constant
c) Krebs law
d) neutral
d) Ohm’s law
2. The energy required to sever a given 4. The first law of thermodynamics states that
covalent bond is named energy can not be
a) bond energy a) created only
b) bond enthalpy b) destroyed only
c) bond dissociation energy c) converted
d) all of above d) created and destroyed
147
(An Autonomous Institute)
MCQs
5. Hess’s law states that a chemical reaction 7. The change in the energy between a
chemical reaction and the surroundings at
is independent of the route by which
chemical reactions takes place while constant temperature is called
keeping the same a) enthalpy change
a) initial conditions only b) enthalpy
b) final conditions only c) enthalpy profile
c) mid-conditions d) dynamic enthalpy
d) initial and final conditions
8. To initiate a reaction the minimum energy
6. The standard enthalpy change of which is required to break bonds is called
neutralization involves the reaction of an • bond energy
acid with an alkali to form 1 mol of • activation energy
a) water • breaking energy
b) oxygen • ionization energy
c) nitrogen
d) anhydrous salt
148
https://docs.google.com/forms/d/
e/1FAIpQLSeIr1XODdF7XCpImtzFiXyD-
qK06I9DDLaWFJapjyaFpnYSvg/viewform?
usp=sf_link
https://forms.gle/9TFpjeRmveejnmvKA
149
(An Autonomous Institute)
VTU Question Dec.2016/Jan 2017
• Distinguish between • A cylinder contains 1 kg of a certain
1) Microscopic and Macroscopic fluid at an initial pressure of 20 bar. The
approaches of Thermodynamics (L2 ) fluid is allowed to expand reversibly
behind a piston according to a law PV2
2) Intensive and extensive properties = constant until its volume is doubled.
(L1 ) The fluid is then reversed irreversibly at
The readings TA and TB of two Celsius constant pressure until the piston
thermometers A and B agree at ice point regains its original position : heat is
and steam point , but elsewhere is related then supplied reversibly with the piston
by the equation TA = L + MTB + NTB2 where firmly locked in position until the
pressure rise to the original value of 20
L, M and N are constants. When both the
bar. Calculate the net work done by the
thermometer are immersed in a fluid, A
fluid, for an initial volume of 0.05 m3.
registers 11°C while B registers 10°C.
(L3 )
Determine the reading on A and B registers
37.4°C. (L3)
150
(An Autonomous Institute)
FDP MCQ’s on
Thermodynamics
• https://www.youtube.com/watch?v=If3Umf7TWfI
Outcomes:
The students should see how MCQ’s are asked in
FDPs.
Innovative Link
https://www.youtube.com/watch?v=jmac1YYtlqw
Outcomes:
Reducing the consumption of Engines by converting heat into power
effectively.
151
(An Autonomous Institute)
Case Study
P
(a) Otto Cycle P
(b) Diesel Cycle
2 1 2
3 3
1
4 4
V V
152
(An Autonomous Institute)
Case Study
1. List the processes involved in case (a).
2. List the processes involved in case (b).
3. How does case (a) differ from case (b) with respect to processes?
4. Derive the expression for the net work done for both the cases (a) and (b) assuming
the compression and expansion processes are isentropic. Shade the net network
done area in the PV diagram.
5. What comparison can you make with Otto and Diesel cycle with respect to the net
work done ?
6. Which cycle has more net work done? Why?
Referenc
e
Books
1. Advanced Aero- A. W. Morley Pergamon 1959
Engine Jean Fabri
Testing
2. An Introduction to Y.V.C.Rao Wiley Eastern 1993
Thermodynamics 154
Affiliated to Visveswaraya Technological University, Belagavi.
Reference Books
Affiliated to VTU, Belagavi, Approved by AICTE, New Delhi, Recognised by UGC with 2(f) & 12 (B), Accredited by NBA & NAAC 15
An Autonomous Institute