AMTE 213

Gas Turbine Engine

Name: Pajarillo,Bernard Eric

Subj-sec: Amte 211- 2B

Mr. Noel Anthony Paz

Instructor

Turbofan Engine

A turbofan engine is the most modern variation of the basic gas turbine engine. As
with other gas turbines, there is a core engine, whose parts and operation are
discussed on a separate page. In the turbofan engine, the core engine is surrounded
by a fan in the front and an additional turbine at the rear. The fan and fan turbine
are composed of many blades, like the core compressor and core turbine and are
connected to an additional shaft. All of this additional turbomachinery is colored
green on the schematic. As with the core compressor and turbine, some of the fan
blades turn with the shaft and some blades remain stationary. The fan shaft passes
through the core shaft for mechanical reasons. This type of arrangement is called
a two spool engine (one "spool" for the fan, one "spool" for the core.) Some
advanced engines have additional spools for even higher efficiency.
How does a turbofan engine work? The incoming air is captured by the
engine inlet. Some of the incoming air passes through the fan and continues on into
the core compressor and then the burner,where it is mixed with fuel
and combustion occurs. The hot exhaust passes through the core and fan turbines
and then out the nozzle, as in a basic turbojet.The rest of the incoming air passes
through the fan and bypasses, or goes around the engine, just like the air through
a propeller. The air that goes through the fan has a velocity that is slightly
increased from free stream. So a turbofan gets some of its thrust from the core and
some of its thrust from the fan. The ratio of the air that goes around the engine to
the air that goes through the core is called the bypass ratio.

Because the fuel flow rate for the core is changed only a small amount by the
addition of the fan, a turbofan generates more thrust for nearly the same amount of
fuel used by the core. This means that a turbofan is very fuel efficient. In fact, high
bypass ratio turbofans are nearly as fuel efficient as turboprops Because the fan is
enclosed by the inlet and is composed of many blades, it can operate efficiently at
higher speeds than a simple propeller. That is why turbofans are found on high
speed transports and propellers are used on low speed transports. Low bypass ratio
turbofans are still more fuel efficient than basic turbojets. Many modern fighter
planes actually use low bypass ratio turbofans equipped with afterburners. They
can then cruise efficiently but still have high thrust when dogfighting. Even though
the fighter plane can fly much faster than the speed of sound, the air going into the
engine must travel less than the speed of sound for high efficiency. Therefore, the
airplane inlet slows the air down from supersonic speeds.
Turbojet Engine

we are concerned with what happens to the air that passes through the engine. Large
amounts of surrounding air are continuously brought into the engine inlet. (In England,
they call this part the intake, which is probably a more accurate description, since the
compressor pulls air into the engine.) We have shown here a tube-shaped inlet, like one
you would see on an airliner. But inlets come in many shapes and sizes depending on
the aircraft's mission. At the rear of the inlet, the air enters the compressor. The
compressor acts like many rows of airfoils, with each row producing a small jump in
pressure. A compressor is like an electric fan. We have to supply energy to turn the
compressor. At the exit of the compressor, the air is at a much higher pressure than free

stream. In the burner a small amount of fuel is combined with the air and ignited. (In a
typical jet engine, 100 pounds of air/sec is combined with only 2 pounds of fuel/sec.
Most of the hot exhaust has come from the surrounding air.) Leaving the burner, the hot
exhaust is passed through the turbine. The turbine works like a windmill. Instead of
needing energy to turn the blades to make the air flow, the turbine extracts energy from
a flow of gas by making the blades spin in the flow. In a jet engine we use the energy
extracted by the turbine to turn the compressor by linking the compressor and the
turbine by the central shaft. The turbine takes some energy out of the hot exhaust, but
there is enough energy left over to provide thrust to the jet engine by increasing the
velocity through the nozzle. Because the exit velocity is greater than the free stream
velocity, thrust is created as described by the thrust equation. For a jet engine, the exit
mass flow is nearly equal to the free stream mass flow, since very little fuel is added to
the stream.

Turboprop Engine

There are two main parts to a turboprop propulsion system, the core engine and the
propeller. The core is very similar to a basic turbojet except that instead of expanding all
the hot exhaust through the nozzle to produce thrust, most of the energy of the exhaust
is used to turn the turbine. There may be an additional turbine stage present, as shown
in green on the diagram which is connected to a drive shaft. The drive shaft, also shown
in green, is connected to a gear box. The gear box is then connected to a propeller that
produces most of the thrust. The exhaust velocity of a turboprop is low and contributes
little thrust because most of the energy of the core exhaust has gone into turning the
drive shaft.
Because propellers become less efficient as the speed of the aircraft increases,
turboprops are used only for low speed aircraft like cargo planes. High speed transports
usually use high bypass turbofan because of the high fuel efficiency and high speed
capability of turbofans. A variation of the turboprop engine is the turboshaft engine. In
a turboshaft engine, the gear box is not connected to a propeller but to some other

drive device. Turboshaft engines are used in many helicopters, as well as tanks, boats,
and even race cars in the late 1960's.
Turboshaft Engine

A turboshaft engine may be made up of two major parts assemblies: the 'gas generator'
and the 'power section'. The gas generator consists of the compressor, combustion
chambers with ignitors and fuel nozzles, and one or more stages of turbine. The power
section consists of additional stages of turbines, a gear reduction system, and the shaft
output. The gas generator creates the hot expanding gases to drive the power section.
Depending on the design, the engine accessories may be driven either by the gas
generator or by the power section.
In most designs, the gas generator and power section are mechanically separate so
they can each rotate at different speeds appropriate for the conditions, referred to as a
'free power turbine'. A free power turbine can be an extremely useful design feature for
vehicles, as it allows the design to forego the weight and cost of complex multipleratio transmission and clutches.
The general layout of a turboshaft is similar to that of a turboprop. The main difference
is a turboprop is structurally designed to support the loads created by a
rotating propeller, as the propeller is not attached to anything but the engine itself. In
contrast, turboshaft engines usually drive a transmission which is not structurally
attached to the engine. The transmission is attached to the vehicle structure and
supports the loads created instead of the engine. In practice, though, many of the same
engines are built in both turboprop and turboshaft versions, with only minor differences.

An unusual example of the turboshaft principle is the Pratt & Whitney F135-PW600 turbofan engine for the STOVL F-35B - in conventional mode it operates as a
turbofan, but when powering the LiftFan, it switches partially to turboshaft mode to send
29,000 horse power forward through a shaft (like a turboprop) and partially to turbofan
mode to continue to send thrust to the main engine's fan and rear nozzle.
Large helicopters use two or three turboshaft engines for redundancy. The Mil Mi26 uses two Lotarev D-136 at 11,400 hp each,[2]while the Sikorsky CH-53E Super
Stallion uses three General Electric T64 at 4,380 hp each.[3]
Early turboshaft engines were adaptations of turboprop engines, delivering power
through a shaft driven directly from the gas generator shafts, via a reduction gearbox.
Examples of direct-drive turboshafts include marinised or industrial Rolls-Royce Dart
engines.