TURBOJET aR TURBINES INLET ‘COMPRESSOR compusTors wT, EXHAUST . — q Hi a Ris 7 L ‘COLD SECTION HOT SECTION Fig. 12.1 Single Spool Axial Flow Engine The modem jet engine is cylindrical in shape, as itis essentially a duct into which the necessary parts are fitted. The parts from front to rear include the compressor, the combustion system, the turbine assembly, and the exhaust system. A shaft connects the turbine to the compressor, and fuel burners are positioned in the combustion system. Initial ignition is provided once the airflow is produced by rotation of the compressor. The pressure of the mass ensures that the expanding {gas travels in a rearward direction. Initial rotation of the compressor is by means of a starter. ‘Once ignition occurs, the flame is continuous, fuel is supplied, and the ignition device can be switched off. The hot gases crossing the turbine produce torque to drive the compressor. Therefore, the starter can also be switched off. The disadvantages of this type of engine are that they have high fuel consumption and are very noisy, but are efficient at very high speed and attitude. Powerplant 124Chapter 12 Gas Turbine Engines ~ Types of Construction HIGH BY-PASS TURBOFAN JTQD-20 TURBOFAN ENGINE Fig. 12.2 ‘The by-pass engine is fundamentally the same as the turbojet, however, it utilises a duct that surrounds the core engine. The core engine consists of the compressor, combustor, and turbine and in some installations is known as the gas generator section. In addition to the air that flows through the core engine, more air flows through the outer duct. Fan Fan Exit ir a ee Te Independent Core Gases <==—"Two Spool Compressor Fig. 12.3, 12.2 PowerplantGas Turbine Engines ~ Types af Construction Chapter 12 ‘An additional low-pressure (LP) turbine is mounted behind the regular high-pressure (HP) turbine of the core engine. This low-pressure turbine is also driven by the exhaust gases, which give up ‘even more of their energy. The low-pressure turbine is connected to a mult-blade fan at the very front of the engine by a shaft that passes inside the core engine high-pressure (HP) turbine- compressor shaft. This integral shaft is also attached to a low-pressure (LP) compressor. The low-pressure compressor supplies air to the core engine compressor. Fan aout repremnceruore aia een Fig. 12.4 Some high by-pass turbofan engines utilise a three-shatt system. This allows each compressor section to be driven at the optimum rpm. Referring to figure 12.4, the fan links to the LP turbine, the IP compressor links to the IP turbine, and the HP compressor to the HP turbine. The fan of a turbofan acts like a high-speed propeller and forces air through the duct around the ‘core engine. By using this additional fan, the efficiency of the engine considerably increases at speeds below Mach 1.0, the speed of sound, where straight turbojet engines without fans use more fuel. The mass of air forced backward is greatly increased, and so the thrust of the engine is, increased. Exhauet ‘Two Spdol Compressor Core Gs Flow Fig. 12.5, ‘A number that indicates how much more air goes through the duct surrounding the core engine, rather than through the core engine, describes these engines. This number, called the by-pass ratio, typically ranges from six to one depending on the design of the engine. Another advantage of the high by-pass engine is reduced engine noise, since the exhaust gases from the core engine are moving at a lower speed relative to the surrounding air (compared to a pure turbine), because more of the eneray was used to turn the additional turbine. Less friction exists and less noise is created. Low by-pass engines have a by-pass ratio of up to approximately one to one, ‘see figure 12.5 for a design of a low bypass engine. Powerplant 123