prop ii
DESCRIPTION
Problem exercises in Aircraft Propeller subjectTRANSCRIPT
IGNITION SYSTEM
Aircraft Electrical System
Input Circuit
Storage Circuit
Discharge Circuit
2 Igniter Plugs
Ignition Exciter
Box
Combustion Chamber
ENGINE
ECU115VAC
15-20KV
Starting/IgnitionSystemControl
ENGINE STARTING SYSTEM
AirStarterMotor
AircraftPneumatic System
StartValve
Air Source(APU, Ground Cart, Running Engine)
IGB
TGBAGB
ECU
High Pressure Rotor(HPC/HPT)
Starting/IgnitionSystemControl
Igniter Plug
THRUST REVERSER SYSTEM
Thrust reverser supply the aircraft with reverser thrust, on the ground, to decrease the distance necessary to safely stop the aircraft.
TYPES OF THRUST REVERSERS
Translating Cowl Type
TYPES OF THRUST REVERSERS
Clam Shell Type
TYPES OF THRUST REVERSERS
Turboprop Reverse Pitch
ENGINE CONTROL SYSTEM
FEEDBACK SYSTEM
ENGINE INDICATING SYSTEM
Gas Turbine Engine Nomenclature
Cold section = forward of the combustorHot section = from the combustor aftBleed air = air tapped from the compressor
for various usersDe Laval nozzle = a turbojet nozzle design
that produces higher exit velocityDiffuser = located between compressor
outlet and combustor inlet. Its function is to reduce velocity and increase pressure
Gas Turbine Engine Nomenclature
Engine Pressure Ratio (EPR) = ratio of turbine discharge total pressure to compressor inlet total pressure
Exhaust Gas Temperature (EGT) = temperature of exhaust gases at the turbine exhaust case
Creep = elongation of turbine rotor blades due to high torsion and heat stresses
Problem Solving
Isentropic Condition
P2/P1 = (V1/V2)k = (T2/T1)k/k-1
Isobaric Condition
V2/V1 = T2/T1
Problem Solving
Newton’s 2nd Law of MotionF = m x a =Forcem = massa = acceleration
TB = ṁ (Ve – Vo) = Basic Jet Thrustṁ = mass flow rateVe = exit velocityVo = inlet velocity
Problem Solving
Additional Thrust
Due to added fuel flow MF within the system
ΔTF = MF x VeDue to difference between exit pressure Pe
and the atmospheric pressure Po
ΔTP = Ae (Pe - Po)
MF = mass of fuelAe = cross sectional area of exit section
Problem Solving
Total Jet Thrust, T = TB + ΔTF + ΔTP
= Ma [ Ve (1 + F) – Vo ] + Ae (Pe – Po)
F = MF/Ma = fuel-air ratio
Mg = Ma + MF = Ma (1+F) = mass of gas
Problem Solving
Thp = T Vo / C = Thrust power
C = constant to convert unit to horsepower
TSFC = WF/T = Thrust specific fuel consumption
WF = weight of fuel
BSFC = WF/Thp = Brake specific fuel consumption
Problem Solving
1. The three basic components of the core engine
a. Inlet, compressor and turbine
b. Turbine, combustor and fan
c. Turbine, compressor and combustor
Problem Solving
2. The law of motion that states that “for every action there’s a reaction equal in magnitude but opposite in direction”
a. First law of motion
b. Second law of motion
c. Third law of motion
Problem Solving
3. The thermodynamic processes that occur in the proper sequence in Brayton cycle which explains the operation of a gas turbine engine are the following:
a. Isentropic, isochoric, isentropic, then isochoric
b. Isobaric, isentropic, isobaric, then isentropic
c. Isentropic, isobaric, isentropic, then isobaric
Problem Solving
4. Type of jet engine that can be used in outer space
a. Ramjets
b. Gas turbine engines
c. Rockets
Problem Solving
5. Which of the following parameters could increase thrust production?
a. Increase air inlet velocity
b. Decrease air exhaust velocity
c. Decrease air temperature
Problem Solving
6. Which statement is true with regards to compressors?
a. Centrifugal type of compressors has a higher total pressure ratio
b. Axial flow type of compressors has a higher pressure rise per stage
c. Centrifugal type of compressors has a larger frontal area
Problem Solving
7. The rotating part of the centrifugal flow compressor
a. Stator
b. Rotor
c. Impeller
Problem Solving
8. Which statement is true with regards to axial flow compressors?
a. The pressure increases only when it passes through the rotors
b. One compressor stage means air passes through one stator and one rotor
c. The velocity is kept constant as it passes through a compressor stage
Problem Solving
9. Which statement is true with regards to combustors?
a. Each can in a can type combustor has an igniter plug
b. All air coming from the compressor is mixed with the fuel to provide continuous combustion
c. The velocity of the air coming from the compressor is reduced to provide continuous combustion
Problem Solving
10. Which statement is true with regards to heat exchangers?
a. Air is used to cool the oil
b. Fuel heats up while the oil cools down
c. Oil heats up while the fuel cools down
Problem Solving
11. The intake of the compressor of an air-standard Brayton Cycle is 40,000 cfm at 15 psia and 90F. The compression ratio, rk = 5 and the temperature at the turbine inlet is 15 psia. Determine the net work, thermal efficiency and the mean effective pressure.
Problem Solving
12. There are required 2238kW net from a gas turbine unit for pumping of crude oil from the North Alaskan Slope. Air enters the compressor section at 99.975 kPa, 278 K, the pressure ratio rp = 10. The turbine section receives the hot gases at 1111K. Assume the closed Brayton cycle and find a) the required airflow and b) the thermal efficiency.
Problem Solving
13. The turbine section of a Brayton cycle gas turbine receives the hot compressed air at 150 psia, 2100R, expand it to 15 psia and develops a gross output of 15,000 hp. Air enters the compressor section at 15 psia, 500R. Determine a) mass of air required, lb/s, b) compressor power required, c) net power output, and, d) cycle efficiency
Problem Solving
14. A turbojet-powered airplane is at level flight at sea level with a speed of 300 mph. Air enters the engine air intake at the rate of 75 lbs per second. Burned gas leaves the engine nozzle exit at 700 mph at atmospheric pressure. Fuel-air ratio is 1:20. The engine net thrust in Newtons is….
Problem Solving
15. The mass flow rate of the air flowing inside a gas turbine engine is 100 pounds per second. If the engine is capable of producing 10,000 pounds of thrust and the airplane is flying at a speed of 75 mph, what is the velocity of the gas at the exit considering the mass of fuel as negligible.
THE END