Unit 83 assignment 4:
Task 1:
a) Ancillary equipment is machines and other technical things which are used with the
main items of equipment to create a complete system. For a GTE this means for the
engine to work properly we must have gearboxes that drive accessories, such as oil
and fuel pumps. Drive for these gearboxes is from, on a twin spool GTE, the HP
Compressor driving the internal gearbox, this gearbox drives a shaft which drives the
external gearbox. The external gearbox will drive the main accessories, i.e. pumps
etc. If there is not enough capacity on the external gearbox, drives can be used to
drive the Auxiliary gearboxes to drive the other components needed to have the GTE
running and supplying to the aircraft services such as hydraulics and electrical power.
Task 2:
a) A free-turbine turboshaft is a form of turboshaft gas turbine engine where the power
is extracted from the exhaust stream of a gas turbine by a separate turbine,
downstream of the gas turbine and is not connected to the gas turbine. The exhaust
airflow is what spins the turbine that is connected to the shaft hence the term ‘free’.
This is opposed to the power being extracted from the power spool via a gear box.
The advantage of the free turbine is that the two turbines can operate at different
speeds, and that these speeds can vary relative to each other. This is particularly
advantageous for varying loads, such as turboprop engines.
On the other hand, a turbine engine can drive a propeller by extracting most of the
energy that remains in the exhaust gases after they have driven the compressor. This
can be done by connecting the propeller to the compressor through a set of
reduction gears. But the propeller can be more efficiently driven through
appropriate reduction gears by a turbine separate from the core engine, the portion
of the engine that drives the compressor.
Task 3:
a) Almost all of today's jet airliners and most military transport aircraft are powered by high-
bypass-ratio turbofans. High-bypass-ratio is achieved by replacing the multi-stage fan with a
single-stage unit. Unlike some military engines, modern civil turbofans lack stationary inlet
guide vanes in front of the fan rotor. The fan can be scaled to achieve the desired net thrust
so can operate in a wider industry. The core of the engine must generate enough power to
drive the fan at its design flow and pressure ratio. Improvements in turbine cooling/material
technology allow a higher turbine rotor inlet temperature, which allows a smaller and lighter
core which potentially improves the cores temperature efficiency. Reducing the cores mass
flow tends to increase the load on the LP turbine, so this unit may require additional stages
to reduce the average stage loading and to maintain LP turbine efficiency. Reducing core
flow also increases bypass ratio.
However, the
Turbojet has an
impeller
compressor, annular combustor, and a single stage turbine. Air enters the inlet and its
pressure is increased by the compressor. Fuel is added in the combustor and the expansion
created by the heat forces the turbine wheel to rotate. The turbine in turn drives the
compressor. The energy remaining downstream of the turbine in the tailpipe accelerates
into the atmosphere and creates the reaction we refer to as thrust. Similar to the turbofans,
they’re still both used in military aviation for transport or training aircraft. But unlike the
turbofan, the turbojet is used in supersonic airliners like the Concorde but have now
changed to turbofan. The more air that an engine can compress and use, the greater the
power or thrust that it can produce. Whereas in the turbofan, they can alternate the fan
scale to suit different tasks without changing how the aircraft is meant to fly making it a
better all-rounder.
