University of Balamand

Faculty of Engineering
Department of Mechanical Engineering

MECH 324: Steam and Gas Turbines

DGEN 380 Gas Turbine Engine Simulator

Project: Thermodynamic Study and Thrust Calculation

Spring Semester 2021

Paper prepared by: Elias Dreik A1811286
Paper submitted to: Macole Sabat, Ph. D

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Contents
ABSTRACT...................................................................................................................................................... 3
INTRODUCTION ............................................................................................................................................. 3
AIMS & OBJECTIVES ...................................................................................................................................... 3
TEST DESCRIPTION ........................................................................................................................................ 4
CALCULATION................................................................................................................................................ 5
Conclusion ................................................................................................................................................... 14
References .................................................................................................................................................. 14

Figures
Figure 1: section of the DGEN 380 ................................................................................................................ 3
Figure 2: WESTT CS/BV Test Bench ............................................................................................................... 4
Figure 3: T-s and P-v diagrams .................................................................................................................... 13

Tables
Table 1: Given properties 1 ........................................................................................................................... 5
Table 2: Given properties 2 ........................................................................................................................... 5
Table 3: Cp calculations ................................................................................................................................ 6
Table 4: Stagnation properties...................................................................................................................... 7
Table 5: Power results................................................................................................................................... 8
Table 6: Isentropic efficiencies results ........................................................................................................ 11
Table 7: Ideal Exit Temperature results ...................................................................................................... 12

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ABSTRACT

In this paper a study on Price Induction’s DGEN 380 gas turbine engine will be conducted
using the data provided by the instructor acquired on the WESTT CS/BV test bench. The DGEN
380 is made out of a fan, compressor, high pressure turbine, low pressure turbine, combustion
chamber, as well as the nozzle. The instructor provided us with the engine’s working altitude,
airspeed, power, thrust, EGT (exhaust gas temperatures), and fuel flow, along with the pressure,
temperature, mass flow rate and the velocity of the flow for different taping points in the engine.
Using all the given data, different parameters were calculated. Furthermore, both the T-S and the
P-V diagrams of the DGEN 380 were drawn.

INTRODUCTION

Moving an airplane through the air is the function of

turbofan engines. Because of their good efficiency and high
thrust generation, they are the most used form of engines on
modern airliners. There are two types of turbofan engines, the
low and high bypass engines. The study in this paper will be
conducted on the world’s smallest high bypass ratio unmixed
flow turbofan jet engine, the DGEN 380. The engine is in-
Figure 1: section of the DGEN 380
house designed, lightweight (80 kg), and compact. It is
intended for light airplanes. The company, “Price induction”
also manufactures educational and research test benches, which are used in this paper to collect
the needed data, such as pressure, temperature, mass flow rate and speed of the flow, that will we
be used for the necessary calculation.

AIMS & OBJECTIVES

The aims and objectives intended to be achieved in this paper are:

▪ Drawing the T-S and P-V diagrams of the DGEN 380 cycle.
▪ Calculating the overall thrust generated by the engine.
▪ Calculating the net power generated by the engine.

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TEST DESCRIPTION

A. Apparatus
In this experiment we use Price
Induction’s WESTT CS/BV Virtual
Engine Test Bench, where the DGEN
380 engine is simulated. The apparatus
consists of electronic boxes, a
command screen, a results display, a
3D engine display, as well as the
manual controls. Figure 2: WESTT CS/BV Test Bench

B. Symbols and Abbreviations used:

HPC High pressure compressor

HPT High pressure turbine
LPT Low pressure turbine
γ Gamma
η Efficiency
Cp Specific heat
R Gas constant
C Air speed
r Pressure ratio
T Temperature
W Mass flow rate
P Pressure
A Area

C. Important Values

• Fan Inlet Diameter (station 2) =352 mm

• Primary flow exit (station 8): External radius = 11.125 cm, Internal radius = 8.65 cm
• Secondary floe exit (station 18): External radius = 23.3 cm, Internal radius = 18.9 cm
• The Fan Polytropic efficiency is ηpolyfan=0.71
• The High-Pressure Compressor Polytropic Efficiency ηpolyComp = 0.7608

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 • The High-Pressure Turbine Polytropic Efficiency is ηpolyHPT =0.7288
• The Low-Pressure Turbine Polytropic Efficiency is ηpolyLPT =0.82638
• The Calorific value of Kerosene used for combustion is Qf= 43,400 kJ/kg
• Fan and HP Compressor: γ=1.4, R= 287 J/(kg.K)
• Combustion Chamber: γ=1.35, R= 287 J/(kg.K)
• HP and LP Turbine: γ=1.33, R= 287 J/(kg.K)

D. Given Properties

The following tables represent the data collected by the WESTT CS/BV test bench
and given to us by the instructor:

Station number
Property 2 3 4 5 8 18 21 25 41 44 45
P (kPa) 98.1616 517.026 493.465 116.096 113.921 116.557 114.747 112.452 493.465 218.811 218.811
T (K) 287.23 510.625 1165.46 859.221 859.221 305.041 303.295 303.295 1164.09 984 984
W (kg/s) 13.7637 1.70003 1.71268 1.72424 1.7222 11.8585 1.70003 1.70003 1.71659 1.7222 1.7222
V (m/s) 141.251 81.2079 123.695 272.917 279.472 173.662 139.766 146.027 490.082 195.416 339.171
Table 1: Given properties 1

Table 2: Given properties 2

Fuel
Student Altitude Airspeed Power Thrust flow
ID (m) (Mn) (kW) (daN) EGT (K) (kg/h)
A1811286 500 0.2 0.097 170.4614 877.15 110.565

CALCULATION

At first we will calculate the specific heat (Cp,a) for the fan and HPC, (Cp,cg1) for the
combustion chamber, and (Cp,cg2) for both the HPT and LPT, using the formula:
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 𝛾𝑅 𝐽
𝐶𝑝 = ( )
𝛾 − 1 𝑘𝑔

𝛾
Also, the 𝛾−1 relation was calculated for further use in the calculations.

γ R Cp γ/(γ-1)
Fan and HPC 1.4 287 1004.5 3.5
Combustion Chamber 1.35 287 1107 3.857143
HPT, LPT 1.33 287 1156.697 4.030303
Table 3: Cp calculations

Now, to answer the questions asked by the instructor:

1- Conservation of mass throughout the engine:

Mass flow rate at the nozzle outlet (station 8) and at the bypass nozzle (station 18) should
be equal to the mass flow rate at the fan inlet (station 2).
W8 = 1.722195 kg/s
W18 = 11.8585 kg/s W8 + W18 = 13.5807 kg/s
W2 = 13.76373 kg/s
The sum of both W8 and W18 (13.5807 kg/s) are almost equal to the one of W2
(13.76373 kg/s)

2- Power calculation:
First thing done was getting the stagnation properties (temperature and pressure) at each
station using the following equations:
𝑉𝑖 2
𝑇𝑡𝑖 = 𝑇𝑖 +
2𝐶𝑝
𝛾−1 𝛾−1
𝑇𝑡𝑖 𝑃𝑡𝑖 𝛾 𝑇𝑡𝑖 𝛾
=( ) → 𝑃𝑡𝑖 = 𝑃𝑖 ∗ ( )
𝑇𝑖 𝑃𝑖 𝑇𝑖

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Station
Tti (K) Pti (kPa)
Number
2 297.16086 110.5631
3 513.90761 528.7533
4 1172.3748 504.8469
• For stations 2,3,18, and 25, Cpa was used in the equation.
5 891.41775 134.65
• For stations 4 and 41, Cp,cg1 was used in the equation.
8 892.98308 133.0653
• For stations 5,8,44 and 45, Cp,cg2 was used in the equation.
18 320.05229 137.8987
21 313.01865 128.1474
25 313.90922 126.8387
41 1267.9118 696.2899
44 1000.5066 233.9856
45 1033.726 266.9075 Table 4: Stagnation properties

Then we proceed to use the steady flow energy equation (SFEE) on the HPT, LPT, HPC and
Fan.
The SFEE:
At the HPT: W41*Cp,cg2*Tt41 = W44*Cp,cg2*Tt44
At the LPT: W45*Cp,cg2*Tt45 = W5*Cp,cg2*Tt5
At the HPC: W3*Cp,a*Tt3 = W25*Cp,a*Tt25
At the Fan: W2*Cp,a*Tt2 = W18*Cp,a*Tt18 + W21*Cp,a*Tt21
Which gives us:
a) Power provided by the turbines:
Power (HPT) = W41*Cp,cg2*Tt41 - W44*Cp,cg2*Tt44
Power (LPT) = W45*Cp,cg2*Tt45 - W5*Cp,cg2*Tt5
b) Power needed by the compressor and fan:
Power (HPC) = W3*Cp,a*Tt3 - W25*Cp,a*Tt25
Power (Fan) = W18*Cp,a*Tt18 + W21*Cp,a*Tt21 - W2*Cp,a*Tt2

The results are shown in the following table:

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 Power Power
(W) (kW)
HPT 524466.43 524.4664
LPT 281376.06 281.3761
HPC 341532.32 341.5323
Fan 238506.56 238.5066
Table 5: Power results

c) Power (HPT + LPT) = 524.4664 + 281.3761 = 805.8425 kW

Power (HPC + Fan) = 341.5323 + 238.5066 = 580.0389 kW

Power (HPT + LPT) – Power (HPC + Fan) = 805.8425 – 580.0389 = 225.8036 kW

This difference is nothing but the net power produced by the engine.

3- Heat Addition:
Heat addition occurs in the combustion chamber, therefore SFEE at the combustion
chamber, between stations 3 and 4 gives us:
Qh = W4*Cp,cg1*Tt4 – W3*Cp,cg1*Tt3 = 1255.61 kW

4- Thrust Calculation:

In this section we are asked to calculate the thrust generated by the primary and bypass flow, the
total engine thrust, the specific fuel consumption, the engine’s net power and the thermal
efficiency.
a) Equation used to calculate thrust generated by the primary flow:
𝑇ℎ𝑟𝑢𝑠𝑡𝑝𝑟𝑖𝑚𝑎𝑟𝑦 𝑓𝑙𝑜𝑤 = 𝑚𝑜𝑚𝑒𝑛𝑡𝑢𝑚 𝑡ℎ𝑟𝑢𝑠𝑡 + 𝑝𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝑡ℎ𝑟𝑢𝑠𝑡

𝑇ℎ𝑟𝑢𝑠𝑡𝑝𝑟𝑖𝑚𝑎𝑟𝑦 𝑓𝑙𝑜𝑤 = 𝑊𝑒𝑥𝑖𝑡 ∗ (𝐶𝑒𝑥𝑖𝑡 − 𝐶𝑖𝑛𝑙𝑒𝑡 ) + 𝐴𝑒𝑥𝑖𝑡 ∗ (𝑃𝑒𝑥𝑖𝑡 − 𝑃𝑎𝑡𝑚 )

With the exit being station 8, and the inlet velocity is the aircraft velocity.
We first need to get the area at station 8 and the velocity of the aircraft using:
𝐴8 = 𝜋 ∗ (𝑝𝑟𝑖𝑚𝑎𝑟𝑦 𝑓𝑙𝑜𝑤 𝑒𝑥𝑖𝑡 𝑖𝑛𝑡𝑒𝑟𝑛𝑎𝑙 𝑟𝑎𝑑𝑖𝑢𝑠)2 = 0.023506 m2

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 𝐶𝑖𝑛𝑙𝑒𝑡 = 𝐶(𝑎𝑡 500𝑚) ∗ 𝑀𝑎𝑐ℎ 𝑛𝑢𝑚𝑏𝑒𝑟 = 67.68 m/s [3]

𝐶8 = √𝛾𝑅𝑇8 = 587.567 𝑚/𝑠

Patm at 500 m = 95.49 kPa [3]

𝑇ℎ𝑟𝑢𝑠𝑡𝑝𝑟𝑖𝑚𝑎𝑟𝑦 𝑓𝑙𝑜𝑤 = 895.7801 𝑁

b) Equation used to calculate thrust generated by the bypass flow:

𝑇ℎ𝑟𝑢𝑠𝑡𝑏𝑦𝑝𝑎𝑠𝑠 𝑓𝑙𝑜𝑤 = 𝑚𝑜𝑚𝑒𝑛𝑡𝑢𝑚 𝑡ℎ𝑟𝑢𝑠𝑡 + 𝑝𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝑡ℎ𝑟𝑢𝑠𝑡

𝑇ℎ𝑟𝑢𝑠𝑡𝑏𝑦𝑝𝑎𝑠𝑠 𝑓𝑙𝑜𝑤 = 𝑊𝑒𝑥𝑖𝑡 ∗ (𝐶𝑒𝑥𝑖𝑡 − 𝐶𝑖𝑛𝑙𝑒𝑡 ) + 𝐴𝑒𝑥𝑖𝑡 ∗ (𝑃𝑒𝑥𝑖𝑡 − 𝑃𝑎𝑡𝑚 )

With the exit being station 18, and the inlet velocity is the aircraft velocity.
We need to get the area at station 18:
𝐴18 = 𝜋 ∗ (𝑏𝑦𝑝𝑎𝑠𝑠 𝑓𝑙𝑜𝑤 𝑒𝑥𝑖𝑡 𝑖𝑛𝑡𝑒𝑟𝑛𝑎𝑙 𝑟𝑎𝑑𝑖𝑢𝑠 2 −
𝑝𝑟𝑖𝑚𝑎𝑟𝑦 𝑓𝑙𝑜𝑤 𝑒𝑥𝑖𝑡 𝑒𝑥𝑡𝑒𝑟𝑛𝑎𝑙 𝑟𝑎𝑑𝑖𝑢𝑠 2 ) = 0.073339 m2

𝐶18 = √𝛾𝑅𝑇18 = 350.0933 𝑚/𝑠

𝑇ℎ𝑟𝑢𝑠𝑡𝑏𝑦𝑝𝑎𝑠𝑠 𝑓𝑙𝑜𝑤 = 3350.543 N

c) Total engine thrust is the sum of both the primary and bypass flow thrusts.
𝑡𝑜𝑡𝑎𝑙 𝑒𝑛𝑔𝑖𝑛𝑒 𝑡ℎ𝑟𝑢𝑠𝑡 = 𝑇ℎ𝑟𝑢𝑠𝑡𝑝𝑟𝑖𝑚𝑎𝑟𝑦 𝑓𝑙𝑜𝑤 + 𝑇ℎ𝑟𝑢𝑠𝑡𝑏𝑦𝑝𝑎𝑠𝑠 𝑓𝑙𝑜𝑤 = 895.7801 +
3350.543 = 4246.324 N
In the excel sheet, the given thrust is 1704.613737 N. The difference between the calculated
result (4246.324 N) and the result given to us (1704.613737 N) is due to the assumptions we
made to simplify the calculation such as no air loss in the air intake, viscous effects, shockwave,
friction…
d) Equation for the specific fuel consumption:
𝐹𝑢𝑒𝑙 𝐹𝐿𝑜𝑤
𝑆𝐹𝐶 = 𝑇𝑜𝑡𝑎𝑙 𝑇ℎ𝑟𝑢𝑠𝑡 = 0.00723273 kg/kN.s

e) Engine net power is:

𝑁𝑒𝑡 𝑃𝑜𝑤𝑒𝑟 (𝑡ℎ𝑟𝑢𝑠𝑡) = 𝑃𝑜𝑤𝑒𝑟(𝐻𝑃𝑇) + 𝑃𝑜𝑤𝑒𝑟(𝐿𝑃𝑇) − 𝑃𝑜𝑤𝑒𝑟(𝐻𝑃𝐶 & 𝐹𝑎𝑛) =
524.4664 + 281.3761 – 341.5323 – 238.5066 = 225.8036 kW

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f) Thermal Efficiency:
𝑁𝑒𝑡 𝑃𝑜𝑤𝑒𝑟 (𝑡ℎ𝑟𝑢𝑠𝑡)
𝜂𝑡ℎ = ∗ 100 = 17.98358277 %
𝑄ℎ

5- Isentropic efficiency calculation:

a) Fan:
𝛾−1
𝑟𝑓𝑎𝑛 𝛾 −1
𝜂𝑓𝑎𝑛 = 𝛾−1 ∗ 100
𝛾𝜂𝑝,𝑓𝑎𝑛
𝑟𝑓𝑎𝑛 −1

𝑟𝑓𝑎𝑛=𝑃𝑡18
𝑃𝑡2

𝛾 = 1.4

b) HPC:

𝛾−1
𝑟𝐻𝑃𝐶 𝛾 −1
𝜂𝐻𝑃𝐶 = 𝛾−1 ∗ 100
𝛾𝜂𝑝,ℎ𝑝𝑐
𝑟𝐻𝑃𝐶 −1
𝑟 𝑃
𝐻𝑃𝐶=𝑃 𝑡3
𝑡25

𝛾 = 1.4

c) HPT:

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 1
1− (𝛾−1)𝜂𝑝,ℎ𝑝𝑡
𝑟𝐻𝑃𝑇 𝛾
𝜂𝐻𝑃𝑇 =
1
1− 𝛾−1
𝑟𝐻𝑃𝑇 𝛾

𝑟 𝑃𝑡41
𝐻𝑃𝑇=
𝑃𝑡44

𝛾 = 1.33

d) LPT:
1
1− (𝛾−1)𝜂𝑝,𝑙𝑝𝑡
𝑟𝐿𝑃𝑇 𝛾
𝜂𝐿𝑃𝑇 =
1
1− 𝛾−1
𝑟𝐿𝑃𝑇 𝛾

𝑟 𝑃
𝐿𝑃𝑇= 𝑃𝑡45
𝑡5

𝛾 = 1.33

The results are shown in the table below:

r η (%)
Fan 1.24724 Fan 70.0791331
HPC 4.168706 HPC 70.9970989
HPT 2.975781 HPT 75.495691
LPT 1.982232 LPT 83.8195777

Table 6: Pressure ratios and Isentropic efficiencies results

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 6- Ideal exit temperature calculation:
Using the isentropic efficiency, we will compute the ideal exit temperature of:
a) Fan:
𝑇18𝑠 − 𝑇2
𝜂𝑓𝑎𝑛 =
𝑇18 − 𝑇2
𝑇18𝑠 = 𝑇2 + 𝜂𝑓𝑎𝑛 ∗ (𝑇18 − 𝑇2 )

b) HPC:
𝑇3𝑠 − 𝑇25
𝜂𝐻𝑃𝐶 =
𝑇3 − 𝑇25
𝑇3𝑠 = 𝑇25 + 𝜂𝐻𝑃𝐶 ∗ (𝑇3 − 𝑇25 )

c) HPT:
𝑇41 − 𝑇44
𝜂𝐻𝑃𝑇 =
𝑇41 − 𝑇44𝑠
(𝑇41 − 𝑇44 )
𝑇44𝑠 = 𝑇41 −
𝜂𝐻𝑃𝑇

d) LPT:
𝑇45 − 𝑇5
𝜂𝐿𝑃𝑇 =
𝑇45 − 𝑇5𝑠
(𝑇45 − 𝑇5 )
𝑇5𝑠 = 𝑇45 −
𝜂𝐿𝑃𝑇

The results are shown in the table below:

Ideal Exit T
(K)
Fan T18s 299.7114294
HPC T3s 450.4933283
HPT T44s 925.5459894
LPT T5s 835.1340206

Table 7: Ideal Exit Temperature results

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 7- T-S and P-V diagrams:

Figure 3: T-s and P-v diagrams

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Conclusion

In conclusion, the results calculated show us that this small engine has a high thrust, and
is good for the intended use. Our results are not quite accurate due to the assumptions we had to
make throughout the study.

References

• [1]: https://www.grc.nasa.gov/www/k-
12/airplane/aturbf.html#:~:text=The%20hot%20exhaust%20passes%20through,as%20in
%20a%20basic%20turbojet.&text=So%20a%20turbofan%20gets%20some,is%20called
%20the%20bypass%20ratio.
• [2]: https://www.youtube.com/watch?v=7XxE8JguG_k
• [3]: https://www.engineeringtoolbox.com/elevation-speed-sound-air-d_1534.html (p atm
and c)
• [4]: MECH324:Steam and Gas Turbines presentations, University of Balamand, Macole
Sabat Ph. D

Note: references 1 and 2 are used in the abstract and introduction, reference 3 is indicated where
it was used, and reference 4 was mainly used in the calculation.

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