Engine Design Report

Abstract: During the course of this project, the student was required to complete a design challenge, which required the design of a turbine for a jet. Design constraints required that only one element of the turbine be altered at a time, and that values for wind and other such conditions be placed at realistic levels. The project was completed over a period of approximately 4 days.

By Anthony J. Verdicchio

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Introduction

Turbine engines provide a tremendous amount of thrust for an aircraft. Takeoff requires the maximum thrust available to accelerate the aircraft from rest to takeoff speed before the end the runway. During cruise the engines must overcome drag throughout the flight. Engine designers must balance the thrust needs with fuel economy. Inefficient engines mean that more fuel must be carried and more fuel is used than needed. Both result in a cost increase for the airline operator or a military. In this activity you will use the software simulator you learned in the last activity to design a turbine engine to meet several design constraints. -PLTW Instructions, Project 2.2.3 Concepts Within a turbine, multiple functions work cooperatively with the ultimate goal of expelling heated air for propulsion. First, air is taken in by the inlet, which then directs it to the compressor. The compressor increases the density of the air before sending it to the burner, which heats it to a high temperature, which increases its energy. From there, the heated air is directed to the turbine, which creates the rotary motion using fan blades. Finally, the heated air is expelled through the nozzle, thrusting the plane forward.

An afterburner is occasionally added to planes in order to provide an increase in thrust. This component works by injecting additional fuel down-stream (after) the turbine, re-heating the air and adding significant amounts of force despite a amount of fuel loss.

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1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21.

Engine net thrust- the combined total thrust of the engine Fuel flow rate- the rate of fuel flow into the burners of the engine Engine air flow rate- the rate of entry and exit of air within an engine Engine weight- the total combined weight of the engine Thrust to weight ratio- the ratio of net thrust to engine weight Specific fuel consumption- engine efficiency related to thrust Fuel-to-air ratio- parts of fuel within each part of air during combustion Engine pressure ratio (EPR)- ratio between differing pressures within the engine Engine temperature ratio (ETR)- ratio between temperatures within the engine Gross thrust- calculated thrust without any form of air resistance Ram drag- drag caused as a result of air intake Nozzle pressure ratio (NPR)- ratio of pressure between air exiting the nozzle and surrounding air Engine thermal efficiency- the ability of the engine to handle extreme heat Nozzle exit velocity (V exit)- the speed at which air is exiting the engine Free stream dynamic pressure (q0)Specific impulse (ISP)- the overall efficiency of the engine Nozzle exit pressure (Pexit)- air pressure upon expulsion from the engine Fan nozzle exit pressure (P fan exit)- air pressure upon exiting the fan nozzle Compressor face Mach number (M2)Variation of total pressure and temperature through the engine- self defined Overall engine efficiency- a numerical value representing the overall efficiency of the design

Technical Documentation Aperture Science Laboratory Testing Protocol dictates that aerial conditions and temperature tolerances remain the same for all turbine engine testing. This constraint is in order to ensure that capability is compared between all engine variations under stable conditions. Visual documentation for these items is accompanied by the testing data on the subsequent pages located below.

Copyright 2014 Aperture Aerospace Initiative. All rights protected by lemon grenades.

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Copyright 2014 Aperture Aerospace Initiative. All rights protected by lemon grenades.

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Project 2.2.3 Turbine Engine Design Data: all hyphens (-) indicate that a data point is identical to that which laterally precedes it

Simulation

1 2 3 4 5 6 7 Pick a setting for each of these and lock them in for all trials. Make realistic choices! Engine type TF TJ AB TJ AB TF RJ Flight Conditions Mach 1.5 2.259 2.259 1.538 2.259 Airspeed (mph) 1000 1500 Altitude (ft) 35000 Pressure (lbs/in2) 3.466 Temperature (oF) -65.699 Throttle (%) 100 99.93 Afterburner (on/off) Off On Off Design Variable Change only one variable in each simulation. Inlet: pressure recovery 0.97 0.897 Fan: pressure ratio 1.98 X X X X 2 X Fan: efficiency 0.995 X X X X 1 X Fan: bypass ratio 5.25 X X X X 1 X Compressor: stages 5 6 15 6 6 6 X Compressor: CPR 7.321 8.154 42.748 8 8 8 X Compressor: efficiency 0.995 0.995 0.995 1 1 1 X Burner: fuel type Jet-A Jet-A Jet-A Jet-A Jet-A Jet-A Jet-A Burner: max temperature (R) 2421 2419 2500 2500 2500 2500 Burner: pressure ratio 0.995 1 6 1 1 Burner: efficiency 0.995 1 1 1 Turbine: stages 2 2 4 2 2 X Turbine: efficiency 1 1 1 X Nozzle: max temperature (R) 4069 2500 2500 4500 Nozzle: efficiency 0.995 1 1 1 Nozzle: A8/A2 0.365 0.402 0.455 0.318 X Material Change only one variable in each simulation Inlet Nickel alloy Compressor Burner Turbine Nozzle Data Average Weight (lbs) 1698.205 583.282 884.4 493.9 528.8 630.7 1092 Thrust to Weight ratio 3.573 6.964 17.023 16.43 19.727 7.6 2.546 Temperatures (R), if overheated >2500 Section 1 2500 Section 2 Section 3 Section 4 Section 5 Section 6 Section 7 Section 8 TSFC 2500 2500 2500 2500 2500 2500 2500 0.602 1.013 1.596 1.026 1.213 0.813 1.323

8 AB 100 On X X X X X X Jet-A 6 4 1 2500 1 0.455 559.6 2.343 1.184

9 TJ Off 0.897 X X X X X X Jet-A 1 1 2 1 0.995 0.402 523.7 10.87 0.975

10 RJ X X X X X X Jet-A 1 1 X X 1 X 1157 1.877 1.141

Copyright 2014 Aperture Aerospace Initiative. All rights protected by lemon grenades.

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Discussion The designs shown above concentrated mainly upon lowering the TSFC value, which dictates the ratio of fuel efficiency to thrust within an engine. Therefore, the aircraft oftentimes featured low uses of fuel and slightly higher amounts of thrust, providing the craft with more power and capability where it was most needed. These turbines would be best applied to commercial airliners, as their moderate speed combined with high fuel efficiency (relative to thrust) make them useful for carrying passengers and cargo.

Copyright 2014 Aperture Aerospace Initiative. All rights protected by lemon grenades.

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