PTC B1.1 Notes - Sub Module 15.15 (Power Augmentation Systems)

PIA TRAINING CENTRE (PTC) Module 15 – GAS TURBINE ENGINE
Category – B1.1 Sub Module 15.15 – Power Augmentation Systems
MODULE 15
Sub Module 15.15
POWER AUGMENTATION SYSTEMS
ISO 9001 - 2015 Certified For Training Purpose Only

PTC/CM/B1.1 Basic/M15/03 Issue 04, Rev. 00
15.15 July 2022
Contents
WAYS OF THRUST AUGMENTATION -----------------------------------------1

OPERATION AND APPLICATIONS OF WATER INJECTION
SYSTEMS--------------------------------------------------------------------------------1
OPERATION AND APPLICATIONS OF AFTERBURNING SYSTEMS7
Operation of Afterburning ---------------------------------------------------------- 11
Construction --------------------------------------------------------------------------- 11
Burners---------------------------------------------------------------------------------- 11
Jet Pipe --------------------------------------------------------------------------------- 11
Propelling Nozzle -------------------------------------------------------------------- 11

15.15 - i July 2022
Page Intentionally Left Blank

15.15 - ii July 2022
WAYS OF THRUST AUGMENTATION There are two basic methods of injecting the coolant into the
airflow. Some engines have the coolant sprayed directly into the
Thrust augmentation could be defined as a method of increasing
compressor inlet, but the injection of coolant into the combustion
the thrust during take-off, steep descents or climbs, increasing
chamber inlet is usually more suitable for axial flow compressor
speed etc. Usually this method of increasing the thrust is used for
engines. This is because a more even distribution can be
supersonic aircraft.
obtained and a greater quantity of coolant can be satisfactorily
injected.
Two available basic methods of thrust augmentation would be
When water/methanol mixture is sprayed into the compressor
- Afterburning
inlet, the temperature of the compressor inlet air is reduced and
- Water Injection
consequently the air density and thrust are increased. If water
only was injected, it would reduce the turbine inlet temperature,
OPERATION AND APPLICATIONS OF WATER INJECTION
but with the addition of methanol the turbine inlet temperature is
SYSTEMS
restored by the burning of methanol in the combustion chamber.
Thus, the power is restored without having to adjust the fuel flow.
The maximum power output of a gas turbine engine depends to a
large extent upon the density or weight of the airflow passing The injection of coolant into the combustion chamber inlet
through the engine. There is, therefore, a reduction in thrust or
increases the mass flow through the turbine, relative to that
shaft horsepower as the atmospheric pressure decreases with
through the compressor. The pressure and temperature drop
altitude, and/or the ambient air temperature increases. Under
across the turbine is thus reduced, and this results in an
these conditions, the power output can be restored or, in some
increased jet pipe pressure, which in turn gives additional thrust.
instances, boosted for take-off by cooling the airflow with water or
The consequent reduction in turbine inlet temperature, due to
water/methanol mixture (coolant). When methanol is added to
water injection, enables the fuel system to schedule an increase
the water it gives anti-freezing properties and also provides an of fuel flow to a value that gives an increase in the maximum
additional source of fuel. Atypical turbo-jet engine thrust
rotational speed of the engine, thus providing further additional
restoration curve is shown in fig. 15.15.01 and a turbo-propeller
thrust, where methanol is used with the water, the turbine inlet
engine power restoration and boost curve is shown in fig.
temperature is restored, or partially restored, by the burning of
15.15.02.
the methanol in the combustion chamber.

15.15 - 1 July 2022
Figure 15.15.01
Figure 15.15.02

15.15 - 2 July 2022
Compressor Inlet Injection
The compressor inlet injection system shown in fig. 15.15.03 is a

typical system for a turbo-propeller engine. When the injection
system is switched on, water/methanol mixture is pumped from
an aircraft mounted tank to a control unit. The control unit meters
the flow of mixture to the compressor inlet through a metering
valve that is operated by a servo piston. The servo system uses
engine oil as an operating medium, and a servo valve regulates
the supply of oil. The degree of servo valve opening is set by a
control system that is sensitive to propeller shaft torque oil
pressure and to atmospheric air pressure acting on a capsule
assembly.
The control unit high pressure oil cock control lever is

interconnected to the throttle control system in such a manner
that, until the throttle is moved towards the take-off position, the
oil cock remains closed, and thus the metering valve remains
closed, preventing any mixture flowing to the compressor inlet
Movement of the throttle control to the take-off position opens the
oil cock, and the oil pressure passes through the servo valve to
open the metering valve by means of the servo piston.

15.15 - 3 July 2022
Figure 15.15.03

15.15 - 4 July 2022
Combustion Chamber Injection
The combustion chamber injection system shown in fig. 15.15.04

is a typical system for a turbo-jet engine. The coolant flows from
an aircraft-mounted tank to an air-driven turbine pump that
delivers it to a water flow sensing unit. The water passes from the
sensing unit to each fuel spray nozzle and is sprayed from two
jets onto the flame tube swirl vanes, thus cooling the air passing
into the combustion zone. The water pressure between the
sensing unit and the discharge jets is sensed by the fuel control
system, which automatically resets the engine speed governor to
give a higher maximum engine speed.
The water flow sensing unit opens only when the correct
pressure difference is obtained between compressor delivery air
pressure and water pressure. The system is brought into
operation when the engine throttle lever is moved to the take-off
position, causing micro-switches to operate and select the air
supply for the turbine pump.
The sensing unit also forms a non-return valve toprevent air

pressure feeding back from the dischargejets and provides for
the operation of an indicatorlight to show when water is flowing.

15.15 - 5 July 2022
Figure 15.15.04

15.15 - 6 July 2022
OPERATION AND APPLICATIONS OF AFTERBURNING

SYSTEMS
Afterburning could be defined as a method of augmenting the

basic thrust of an engine to improve the aircraft take-off, climb
and (for military aircraft) combat performance. The increased
power could be obtained by the use of a larger engine, but as this
would increase the weight, frontal area and overall fuel
consumption, afterburning provides the best method of thrust
augmentation for short periods.
Afterburning consists of the introduction and burning of fuel

between the engine turbine and the jet pipe-propelling nozzle,
utilizing the unburned oxygen in the exhaust gas to support
combustion as shown in figure a. The resultant increase in the
temperature of the exhaust gas gives an increased velocity of the
jet leaving the propelling nozzle and therefore increases the
engine thrust.
As the temperature of the afterburner flame can be in excess of

1700oCthe burners are usually arranged so that the flame is
concentrated around the axis of the jet pipe. This allows aportion
of the turbine discharge gas to flow along the wall of the jet pipe
and thus maintain the wall of the jet pipe and thus maintain the
wall temperature at a safe value.

15.15 - 7 July 2022
Figure 15.15.05

15.15 - 8 July 2022
The area of the afterburning jet pipe is larger than a normal jet In this method, the fuel injection is scheduled separately to the
pipe would be for the same engine to obtain a reduced velocity individual streams and it is normal to provide some form of
gas stream. To provide for operation under all conditions an interconnection between the flame stabilizers in the hot and cold
afterburning jet pipe is fitted with either a two position or a streams to assist the combustion process in the cold by-pass air.
variable area propelling nozzle as shown in figure 15.15.06.
The nozzle is closed during non-afterburning operation, but when

afterburning is selected the gas temperature increases and the
nozzle opens to give an exit area suitable for the resultant
increase in the volume of the gas stream. This prevents any
increase in pressure occurring in the jet pipe which would affect
the functioning of the engine and enables afterburning to be used
over a wide range of engine speeds.
The thrust of an afterburning engine, without afterburning in

operation, is slightly less than that of a similar engine not fitted
with afterburning equipment; this is due to the added restrictions
in the jet pipe. The overall weight of the power plant is also
increased because of the heavier jet pipe and afterburning
equipment.
Afterburning is achieved on low by-pass engines by mixing the

bypass and turbine streams before the afterburner fuel injection
and stabilizer system is reached so that the combustion takes
place in the mixed exhaust stream. An alternative method is to
inject the fuel and stabilize the flame in the individual by-pass and
turbine streams. This would enable burning the available gases
up to a common exit temperature at the final nozzle.

15.15 - 9 July 2022
Figure 15.15.06

15.15 - 10 July 2022
Operation of Afterburning Construction
When the gas stream enters the jet pipe the velocity is Burners
tremendously high resulting in a condition, which will not enable a
flame to be maintained. Because of this the flow is diffused The burner section consists of several circular concentric fuel
before it enters the afterburner combustion zone (i.e. the flow manifolds supported by struts inside the jet pipe. Fuel is supplied
velocity is reduced and the pressure is increased). However, the to the manifolds by feed pipes in the support struts and sprayed
reduction of velocity obtained will not totally enable a stable flame in to the flame area between the flame stabilizers from holes in
to be generated since the gas velocities are still high. To prevent the downstream edge of the manifolds. The flame stabilizers are
this condition a form of flame stabilizer (vapor gutter) is located blunt nosed V-section annular rings located downstream of the
downstream of the fuel burners to provide a region in which fuel burners.
turbulent eddies are formed to assist combustion and where the
local gas velocity is further reduced to a figure at which flame Jet Pipe
stabilization occurs whilst combustion is in operation.
The afterburning jet pipe is made from a heat resistant nickel
An atomizing fuel spray is fed into the jet pipe through a number alloy and requires more insulation than the normal jet pipe to
of burners, which are so arranged as to distribute the fuel evenly prevent the heat of combustion being transferred to the aircraft
over the flame area. Combustion is then initiated by a catalytic structure. The jet pipe may be of double skin with the outer skin
igniter which creates a flame as a result of the chemical reaction carrying the flight loads and the inner skin the thermal stresses. A
of the fuel/air mixture being sprayed on to the platinum-based flow of cooling air is often induced between the inner and outer
element, by an igniter plug adjacent to the burner, or by a hot skins. Provision is also made to accommodate expansion and
streak of flame that originates in the engine combustion chamber contraction and to prevent gas leaks at the jet pipe joints.
as shown in figure 15.15.07. The later method is known as
“hot-shot” ignition. Once combustion is initiated the gas Propelling Nozzle
temperature increases and the expanding gases accelerate
through the enlarged area propelling nozzle to provide the The propelling nozzle is of similar material and construction as
additional thrust. the jet pipe. A two-position propelling nozzle has two movable
eyelids that are operated by actuators, or pneumatic rams to give
It should be noted that a light up could be initiated at considerable an open or closed position. (Figure 15.15.08)
altitudes. For a smooth functioning of the system a stable flame
that will burn steadily over a wide range of mixture strengths and
gas flows is required.

15.15 - 11 July 2022
Figure 15.15.08
Figure 15.15.07

15.15 - 12 July 2022

PTC B1.1 Notes - Sub Module 15.15 (Power Augmentation Systems)

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PIA TRAINING CENTRE (PTC) Module 15 – GAS TURBINE ENGINE

Category – B1.1 Sub Module 15.15 – Power Augmentation Systems

POWER AUGMENTATION SYSTEMS

ISO 9001 - 2015 Certified For Training Purpose Only

WAYS OF THRUST AUGMENTATION -----------------------------------------1

ISO 9001 - 2015 Certified For Training Purpose Only

Page Intentionally Left Blank

ISO 9001 - 2015 Certified For Training Purpose Only

ISO 9001 - 2015 Certified For Training Purpose Only

ISO 9001 - 2015 Certified For Training Purpose Only

Compressor Inlet Injection

The compressor inlet injection system shown in fig. 15.15.03 is a

The control unit high pressure oil cock control lever is

ISO 9001 - 2015 Certified For Training Purpose Only

ISO 9001 - 2015 Certified For Training Purpose Only

Combustion Chamber Injection

The combustion chamber injection system shown in fig. 15.15.04

The sensing unit also forms a non-return valve toprevent air

ISO 9001 - 2015 Certified For Training Purpose Only

ISO 9001 - 2015 Certified For Training Purpose Only

OPERATION AND APPLICATIONS OF AFTERBURNING

Afterburning could be defined as a method of augmenting the

Afterburning consists of the introduction and burning of fuel

As the temperature of the afterburner flame can be in excess of

ISO 9001 - 2015 Certified For Training Purpose Only

ISO 9001 - 2015 Certified For Training Purpose Only

The nozzle is closed during non-afterburning operation, but when

The thrust of an afterburning engine, without afterburning in

Afterburning is achieved on low by-pass engines by mixing the

ISO 9001 - 2015 Certified For Training Purpose Only

ISO 9001 - 2015 Certified For Training Purpose Only

Operation of Afterburning Construction

ISO 9001 - 2015 Certified For Training Purpose Only

ISO 9001 - 2015 Certified For Training Purpose Only

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