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The aim of building the MW54 engine is to study the structure of turbojets
and compare with turbofans and turboprops.
The above experiment show turbojets has a lower efficiency than turboprops
as it has a higher fuel consumption.
2
Table of Contents
Page
i. Abstract 2
1. Introduction 4
2. Experimental Method 10
3. Analysis of WREN MW54 engine 15
3.1 Structure and Configuration 15
3.1.1 General arrangement in MW54 engine 15
3.1.2 Air intake 16
3.1.3 Compressor 18
3.1.4 Combustion Chamber 21
3.1.5 Turbine 24
3.1.6 Exhaust nozzle 25
3.1.7 General comparison with commericial gas turbine engine 27
3.2 Propulsion Generation 28
3.3 Efficiency 30
3.4 Key parameters affecting engine performance 34
4. Conclusion 36
5. References 37
3
1. Introduction
The main discussion in this report is on turbojets, turbofans and turboprops
in commercial use.
=
(1)
where means rate of exhaust flow,
means exhaust velocity,
means rate of air flow into the engine,
means intake velocity of air
By Newtons third law, the force of exhaust air is acting backwards so thrust
will be generated in the opposite direction. Aircraft then have a forward moving
force (Rolls-Royce plc, 1996).
Gas Turbine Builders Association. 2015. MW54. [Online]. [Accessed 28 October 2016]. Available
from: http://gtba.co.uk/
National Aeronautics and Space Administration. 2015. General Thrust Equation. [Online].
[Accessed 28 October 2016]. Available from: https://www.grc.nasa.gov/
Rolls-Royce plc. 1996. The Jet Engine. 5th ed. Derby: Rolls-Royce plc.
4
Figure 1a
Shaft
Exhaust
Inlet Centrifugal Combustion Turbine
nozzle
Compressor Chamber
Figure 1b
Figure 1. MW54 engine structure. Figure 1a shows the structure of the engine
while figure 1b is the schematic diagram of the engine (Gas Turbine Builders
Association, 2015).
5
Table 1. General Specification of MW54 for this experiment, including the
specification when engine operating at maximum thrust. (Gas Turbine Builders
Association, 2015).
Diameter 89mm
Length 179mm including exhaust cone
Thrust 67N at 160,000 rpm
Max revs 160,000 rpm
Weight 780 g
Fuel consumption 210ml/min at max thrust
Turbofans have extra fans install at the compressors front and the back of the
turbines, increasing the mass of airflow with air bypass (Olympics Corporation,
20162). It is a more efficient engine than turbojets due to the minimal air entering
combustion chamber with the bypass air retains the mass flow.
National Aeronautics and Space Administration. 2015. Turboprop engines. [Online]. [Accessed 28
October 2016]. Available from: https://www.grc.nasa.gov/
Olympics Corporation. 2016. Visual Inspection of Commerical Jet Engines. [Online]. [Accessed 28
October 2016]. Available from: http://www.olympus-ims.com
6
Figure 2a
Figure 2b
Crane, D. 2002. A Pilot's Guide to Aircraft and Their Systems (General Aviation Reading series).
United States: Aviation Supplies & Academics.
7
Figure 3. Propulsive efficiency of turboprop, by-pass turbojet and pure
turbojet engines. Turboprop has the highest efficiency at lower airspeed than
turbojet engines. (Rolls-Royce plc, 1996)
8
There are many parameters to determine engines performance. Table 2
categorises in terms of engine components.
9
2. Experimental Method
The kit in figure 4 with components in figure 5 are used to build the engine.
Figure 4. The kit set of WREN MW54 engine before assembly with the
assembly and operation manual.
10
Exhaust
Shaft Diffuser
nozzle
cone tunnel
Centrifugal compressor
with shaft
Combustion
Nozzle guide vane chamber
Figure 5. The engine components, with the major components of the engine
are annotated.
The first step is fixing the shaft tunnel, compressor case front and intake cone
into the diffuser, align the compressor case front and intake cone as figure 6.
Inlet cone
Case front
Diffuser
Shaft
tunnel
Figure 6. The structure of the engine after inserting the diffuser with inlet
cone, diffuser and shaft tunnel as annotated.
11
The combustion chamber then fitted beneath the part just built as figure 7.
Combustion
chamber
Dilution holes
Figure 7. The structure of the engine after inserting the combustion chamber
as annotated.
With the nozzle guide vane is fixed beneath the combustion chamber, then
the outer case was fitted. Lastly, the lube pipe is installed with tee fittings as figure 8,
for fuel to be pumped into the engine. Also, the exhaust cone is fixed as figure 9.
12
Tee fittings
Fuel pipe line
Figure 8. The top view of engine inlet. The tee fittings are installed with the
fuel pipe line as annotated.
Outer case
Exhaust cone
Figure 9a Figure 9b
Figure 9. Finished product. Figure 8a shows the horizontal view of the engine
with outer casing and exhaust cone while figure 8b shows top down view of the
engine.
13
The pre-built engine was tested in the configuration as figure 10 to measure
its performance under different throttle settings. By connecting RPM sensors and
exhaust gas temperature sensor to the engine, the data was sent back to computer
instantly as figure 11 shows.
Exhaust gas
temperature sensor
RPM sensor
Figure 10. The engine test configuration with the annotated RPM sensor,
exhaust gas temperature sensor.
Figure 11. Readings from the computer, with RPM and exhaust gas
temperature readings.
14
3. Analysis of WREN MW54 engine
To understand turbojets thoroughly, the analysis is in terms of its
configuration, propulsion generation, efficiency and the key parameters affect its
performance.
Axial Turbine
Spool
Annular combustion
Diffuser chamber
Centrifugal compressor
Figure 12. MW54 engine cut through view, with structure annotated on the
diagram.
WREN Turbines Ltd. 2000. Plans for the MW54 Gas Turbine. 2nd ed. Rotherham: WREN Turbines
Ltd.
15
3.1.2 Air intake
Air intake
Figure 13. MW54 air intake, showing the shape of air intake and the inlet
cone.
The air intake is to provide the suitable amount of air for combustion. Also, it
can ensure the air will enter in a uniform pattern to provide uniform compression.
(Hnecke, 20035).
The converging area of air intake will draw large amount of air as figure 14,
because it can increase the air velocity and according to the continuity equation as
equation (2) (Crane D.,2002), shows the increase of velocity will increase mass flow:
= (2)
Hnecke, K. 2003. Jet Engines: Fundamentals of Theory, Design and Operation. 6th ed. Osceola:
Motorbooks International Publishers.
16
Figure 14. The impact of a converging air inlet (Hnecke, 2003). It will be able
to increase the amount of airflow into the engine.
As the mass flow remains constant, the diverging area will reduce the air flow
velocity. Therefore, the air flow will be more evenly distributed for compression.
17
3.1.3 Compressor
Diffuser vane
Impeller Diffuser
Compressors are to increase the total air pressure and energy. The impeller
rotates at high speed, therefore a significant amount of air is directed towards the
engine (Ahmed, 20086). Also, the centrifugal force of the impeller cause air flows in a
radial direction outwards from the centre to the tip. This results in the growth of air
pressure and velocity, allowing airflow to be quickly discharged.
Diffuser vanes align with impeller as a divergent duct in figure 16. This will
convert the kinetic energy of air to pressure (Rolls-Royce plc, 1996). Also, as air flows
in a radial direction, the flow need to be straightened to be directed into the
combustion chamber. This is achieved by the diffuser, to change the flow direction
by 900. (Hnecke, 2003).
Ahmed, F. 2008. Aircraft Propulsion and Gas Turbine Engines. Oxford: Taylor & Francis.
18
Figure 16. The diffuser vane forms a divergent duct to lower the velocity of
air and increase the pressure.
Figure 17. The change of velocity and pressure in rotor (i.e. impeller) and
diffuser (Rolls-Royce plc, 1996). Impeller increases both pressure and flow velocity
while diffuser only increases the pressure.
19
3.1.3.2 Compressors - differences with commericial gas turbine engines
20
3.1.4 Combustion Chamber
Fuel nozzle
Diffuser vane
Annular combustion
chamber Primary combustion zone
Turbine
Figure 18a
Figure 18b
21
Combustion chamber is to increase the energy of air as heat, providing a
high-energy airflow to the turbine by injecting fuel for combustion (Hnecke, 2003).
Fuel is pumped at high pressure from the fuel nozzle to the primary
combustion zone. However, to achieve a correct air/fuel ratio, only a small portion of
the air is needed. To achieve this and maintain high flame stability (Rolls-Royce plc,
1996), the amount of air need to be apportioned at different stages as figure 19. This
explains the dilution holes in figure 7 increases size from compressor to turbine.
22
3.1.4.2 Combustion Chamber - differences with commericial gas turbine engines
Compare with commercial gas turbine engines; MW54 has the same type of
combustion chamber. There are other types of combustion chambers, including can-
type as figure 20 or can-annular type (Ahmed, 2008). If aircraft deploys can-annular
combustion chamber, more than one can need to be applied. By comparing with
annular combustion chamber, which the single combustion zone surrounds the
spool, can saves up 25% of weight more than can-type and achieve an even
combustion.
23
3.1.5 Turbine
Figure 21. Turbine in MW54 consists of a turbine disc and nozzle guide vane,
fron left to right (Tripod, 20167)
By extracting part of the energy from the high-pressure air, turbine can drive
the compressors and the related accessories unit. The airflow will be expanded to a
lower pressure and temperature with higher velocity (Hnecke, 2003) because the
flow path of nozzle guide vanes decreases in between blades at the vanes exit.
Therefore, the airflow will generate a maximum torque force on the rotating blades,
which the force will be high enough to turn the compressor (Ahmed, 2008). The
blades are twisted to ensure the velocity is constant along the blade, for better
turbine efficiency.
Commercial engines also use axial turbine as to maximise the mass flow rate
(Hnecke, 2003). Centrifugal turbines are possible, but it takes up more space.
Tripod. 2016. MW54 turbine disc and nozzle guide vane. [Online]. [Accessed 10 November 2016].
Available from: http://erezz.tripod.com/
24
3.1.6 Exhaust nozzle
Figure 22 shows the cut through view of the convergent exhaust nozzle of
MW54.
Figure 22. Cut through view of the exhaust nozzle. With a decreasing cross-
sectional area, it shows the exhaust nozzle is a convergent nozzle.
Converging nozzle can convert internal energy of the air to kinetic energy
(Rolls-Royce plc, 1996). From equation (1), the increase of exhaust velocity will
increase the thrust generated.
Low-bypass exhaust will mix the exhaust gas and bypass air in one nozzle
while high-bypass exhaust will have double nozzles.
25
Figure 23a
Figure 23b
26
3.1.7 General comparison with commericial gas turbine engine
GE Aviation. 2015. The CJ610 Engine. [Online]. [Accessed 28 October 2016]. Available from:
http://www.geaviation.com
27
3.2 Propulsion Generation
= + ( ) (3)
Figure 24 shows how the velocity and pressure varies within the engine. By
comparing the exhaust and inlet, velocity and pressure has increased. Therefore,
from equation (3), it shows thrust is generated.
Consequently, the sufficient energy level of air allows the turbine to extract
energy to turn the compressors. Air is expanded, so air velocity increases in turbine
and exhaust nozzle.
28
Figure 24. Diagram showing how the temperature, axial velocity and total
pressure changes through the process of thrust generation in a single spool turbojet
engine (Rolls-Royce plc,1996).
29
3.3 Efficiency
By testing the engines with the procedures in section 2, this will determine
the engine performance. Table 4 and figure 25 compares MW54 turbojet and
turboprop performance, regarding exhaust gas temperature, thrust and fuel
consumption. I would like to acknowledge experimental officer, Mr Chris Brier, for
preparing the data.
Table 4. Data table of both MW54 Turbojet and turboprop engine, comparing
the exhaust gas temperature (EGT), thrust generated at the exhaust and fuel
consumption (FC) agaist the throttle position as a percentage of maximum thrust.
Data are corrected to three significant figures.
30
Exhaust Gas Temperature on Turbojet and Turboprop Engine
Exhaust Gas Temperature(C0) 700
600
500
400
300
200
100
0
18% 38% 60% 85%
Throttle position (% of max thrust)
Turbojet Turboprop
Figure 25a
12
10
Thrust (kg)
0
18% 38% 60% 85%
Throttle position (% of max thrust)
Figure 25b
31
Fuel Consumption on Turboiet and Turboprop Engine
Fuel consumption (g/min) 300
250
200
150
100
50
0
18% 38% 60% 85%
Throttle position (% of max thrust)
Turbojet Turboprop
Figure 25c
Figure 25. 3 charts comparing the exhaust gas temperature, thrust generated
and fuel consumption against throttle settings as figure 25 a,b,c. In general, turbojet
has a higher figure in exhaust gas temperature and fuel consumption than turboprop
engine, while turboprop has a higher amount of thrust generated than turbojet
engine.
The higher the throttle setting, the higher the exhaust gas temperature,
amount of thrust and fuel consumption, because throttle controls the amount of
fuel flow into the engine.
The higher fuel flow will increases thermal energy of air in combustion and
exhaust temperature. Turbojets have a higher temperature than turboprops;
because turboprops only generates 10% of thrust by the exhaust.
Thrust hugely depends on the engine speed in turbojets (Hurt, 20129). The
change of pressure in turbojets depends on the square of compressor rotational
speed. This increase means the shaft rotational speed need to be doubled, to
produce the same amount of thrust as turboprops, showing turbojets requires more
work to generate thrust than turboprops.
Hurt, H. 2012. Aerodynamics for Naval Aviators, New York: Skyhorse Publishing, Inc.
32
Turbojets has a higher fuel consumption than turboprops in all settings, due
to turbojets generate thrust from using the energy of hot gas. To ensure the thermal
energy of air stays high, large amount of fuel is injected. However, to calculate fuel
efficiency, specific fuel consumption calculation should be applied. Unfortunately,
there is no data on horsepower, so it is not possible to compare their efficiencies.
33
3.4 Key parameters affecting engine performance
34
Figure 26. The change of airspeed affecting the thrust generated due to ram
effect and momentum drag (known as velocity effect in this graph). The higher the
airspeed, the higher the ram effect and higher momentum drag. (Airliners.net,
200810)
Airliners.net. 2008. Ram effect and velocity effect on thrust generation. [Online]. [Accessed 28
October 2016]. Available from: https://www.airliners.net/
35
4. Conclusion
By using the MW54 engine kit, an MW54 turbojet was built to study the
structure, propulsive generation and efficiency.
Turbojets has a higher exhaust gas temperature than turboprops, but has
higher fuel consumption.
36
5. References
Ahmed, F. 2008. Aircraft Propulsion and Gas Turbine Engines. Oxford: Taylor &
Francis.
Airliners.net. 2008. Ram effect and velocity effect on thrust generation. [Online].
[Accessed 28 October 2016]. Available from: https://www.airliners.net/
Crane, D. 2002. A Pilot's Guide to Aircraft and Their Systems (General Aviation
Reading series). United States: Aviation Supplies & Academics.
GE Aviation. 2015. The CJ610 Engine. [Online]. [Accessed 28 October 2016]. Available
from: http://www.geaviation.com
Hnecke, K. 2003. Jet Engines: Fundamentals of Theory, Design and Operation. 6th
ed. Osceola: Motorbooks International Publishers.
Hurt, H. 2012. Aerodynamics for Naval Aviators, New York: Skyhorse Publishing, Inc.
Rolls-Royce plc. 1996. The Jet Engine. 5th ed. Derby: Rolls-Royce plc.
Tripod. 2016. MW54 turbine disc and nozzle guide vane. [Online]. [Accessed 10
November 2016]. Available from: http://erezz.tripod.com/
WREN Turbines Ltd. 2000. Plans for the MW54 Gas Turbine. 2nd ed. Rotherham:
WREN Turbines Ltd.
37