\tZ Neprz1

WAtntfies

PA6: 1

FowerPlant

71 - I0

cxne:
[f[

I t Y l ' l t o tu) c l ' l u N

coflPRE550R

T i r c d : v c l o p r rt n t o f t h c g a s t u r t > i n c n g i n c a s
an aircra[r pc)wcrplant lras bccn so rapid that it
(.-_
is difficult to app::ecia(6
that only thirry yearsago
---=
very fi:w people had heard of t.hismerrod of aircraft
p r o p u l s i o nT
. i r c p o s s i b i l i t yo l u s i n g a r c a c t i o nj c r
h a d i n t e r c s t c ca i r c r a l ' t d r : s i g n c r sf o r a I o n g t i n r e ,
b u t i n i t i a l l y t h c l o w s p c , : d so f , : a r l l r a i r c r a i r a n d
t l t c u n s u i t l b i l . t vo l ' : r p i s r o n c n g i n c l o r p r o r J u c i n g
t h c l a r c c a i r f i o r v n c c c s s a : : fy' o r t h c J e t ' p r c s c n t c d
m a n ; ro b s t r c l c s .

A F r c n c h c n g i n c c r , i l . c n c L o c i n , p a t e n t c da j e t
p r o p u l s i o ne n g i n c( l t g l - l ) i n 1 9 1 3 ,b u t t h i s r v a sa n
a t h o dv d
a n c lr v a sa t t h a t p er i o d i m p , r s s i l : l e
t o m r n u f r c t u r e o : u s c , u n d , / c t i . o d c yt l r e n t o d c r r r
r a m j ( : t i s v c r y s i l n i l a r t o L , o r i r r ' ci c n c c p t i c r n .

(t rr,
Clb 't
i e'r-ti9i$e.s'

C O I . ' 8 U S TO N C H A I 1 B E R

l:igrrrr:I

[ - < r; i r r ' s j c t t n g i r rc

corBUiTtoN r:HAfl8il{

==

.-+

__-_____;r-_
/./

/-*

-i-=---)3'
FUELBURIIEA

Figure 2

l e t r t ' r :. . . n c

P R C P L L t t { i :: ' i c r : : - :

'-t '. .
.
z ,, ,'t.e-- n, l)
n \\'hittle-t3-fx: rurtro-je.l enghe

-r

In l9:,0 Frarrk tVlriitlc was granr.:3lri:;:ir-st

p a t c n t[ o r r : s i n qa g a st u r b i n et o p r o d u c e : . : r ; - o p :<ui v e
j e t , -b u t i t w a s e l c v e n y e a r s b , e f o r ch i s e : : l r i n e. : : o r n plctcdits first fiight. The Whittle cnginc irrrnr= rhe:
basrisoI the modern gas turbine engine, :rrid [-rc:n it.
was devclopcd thr: R,clls-Roice,ly'ellani, Drc:-,-e:rt,,
Ncne and Da.rt cngines. The Drenvent rrnd )irnc:
turbo-jct engines had a 'vorld-widemili::rrr a::plic a t i o n ; t h e D a r t t u r . b o - p r o p c l l c ic- n q i n : : L r , : : ? r n c
rvorld lamous as the powcr piant for lne Vicki:r:;
V i s c o u n t a i r c r a f t . A l t h o u e h o t h e: a i r c r a : : a r e : : t r c c ,
w i t h l i ' t c r e n 6 i i n c : ;t c r m e r l t w i n - s p o o i , r r : p l e - = : ' o o l ,
by-pass and rluctcd fan, th,:se are the: inc',.i:ai>lc:
d e v e l o p m c not f W h i t t l c ' s: a r l . le n e i n c .
T - i r cj c t c n g i n c ( l i g . 2 ) , a l t l r o u g h a : : i r : : r i : : -I: s { - l
d i l l ' e r e r rftr o m t h e p i s t o n c n e i n c / p r o p e l l e rc r j r - - - ' i n a t i c r , a p p l i c s L i r c s a r r ) cb l s i c p r i n c i p l . ' : ' .- r : l : C .
propu|;ion. A.s sho*'n in fig. 3 both ::-rrr:. :isir
a i r r : r a f is o l c l y b y t h r u s t i n gb a c k r v a r d :a; - : : : . : . , ; : : i : : h :
o f r ri r .

7Z7j---T H T I U R I P . J E T N G : I J EC I V E SA
.

LANCE ACCTLERATION. ,
TO ,\ SH.{LL'r'r'Etc_tl o. eta P-

Figurc -l

Propcllcr nndjct propul:;ion

9rt .

PowerPlant
+rne,
[f[

71 - B0

ENGINE T}IEOIIY: TWO

P I - ( J . ST W O

REVIEW OF PHYSICS
CONCEPTS
Force

55ibX l0tr=55Ofr-tb
_ l ? 4 . 7 5k 9 x 3 - ' =

orapurwr
,,,,L{:;.':"1:lff"t,lapusr':

:fil:r:d::,1
it [i:'[tr
ri:**1
iix.d#t

A 74.25k5.m1

li

r#iq'
*'ril::i
,tilt".,1
fi,.fIi=
*ii$.,,,i
rr*,.urtr
r,ce6.0,,,i"j1i:.lr'^{:,ff,:,.i;:"n;X1".!j
j

FIG. J-2
1:zf iJ'i""'ga,m/s2)
ffiffiJ::::,1.fi:;T:"a
is
info

rmuIas;; il' i"i,"

J#:,T ii;'?f"illf :*;:.;:ti:l

W o r k c q u a l s f o r c c t i r r r c sd i s r a n c c .

xru,
ffixi#
;:,yl[
iUfi:i
i:ru:l
,r,.q""ii..?is carcd
;:':t:r,'nT'[i!,:,: co'stant,
the

Work = Fl
= 10ff)x l0
ifz= l1),g1p1fr.lb
[ 1 3 , 5 6 0N . m . ]

,\'{= Y

Power

Noching in thc dcfinition

o f w o r k s r a t c sh o r v [ 3 5 j 1 f i s
w o r k i s b e i r r gd o n c . T h c
ratc of;;;;;;k
is knorvn
7 Sp o u ,a ' r .

ilijiilli;it*::;:Jy:ilrl,lir:r,:ll;f
li

f,il:T3lht,iiht
if:ii,Ig**i;ri

forcc x disralrc
I)owcr rinrc
trt
lr =_

Work -.
Mcchanical work
is d , o n c ' r h c n a
,
n o ( t y c ; l u s c si c t o
lrrovc(hrough any .forcc acting on a
Work = force x
disrance
W=Fd

discancc
1fig. :_Zt.

:i,llilffl':l',fiJ.:,"1:i'Iil: :i:,i:
;::u,lli|;1
for* For.cxrrrrfilc,
if :rnobjc:ct
lli.j
trrar p'l
rsIr
o*; "1,i.;
l.Sij
l,l cdas
j''!i:i: 1";,:on".m; il

J I ;; ;;;;,;,, cris
,,,:".,'',:;,.i:,:n:,:,,:;:il'
ra'cc irr ri.ct.

,,r.,.is
c.\cr',rs
fi]JJtjitfi'$,ti.i::g':l
r(xx)
|b<,r

torri3 n,J.Ho,-,
r'uchrvork
l. ii'"* J.'j.1lrilf:il1"

bc lcar.ncd
latcr whcn devclopinga lormula
,^l:^:lll
thru-stro porvcr, po*i, may
:::--t^"ly..,ing
prcsscd
In any orrcof scvcril*rys, i.p.idi,.,g bc c.x_
uponthe
unrrsuscd for rhc forcc,.tn"
alriri.i,'r-na ,1" t_..
Powcr is oftcn cxorcssed
in ,"i"'"il.rl"pn*.r.
On.
norsrpotut'r
is crrurt'ro3l..fip f,:lb/;'i;;s.l
kg. m/minl
s50.fr.lb/s-[69kg.m./sJ,r"
*"r,a-r'r' ,_,ronlo,oi
:: raisc
can
",i.. f,
33,000lb-a disiance
irJ'rni"
" ' ' " ' or 550lb
r d i s r a r r cocf I f t i n I s ( F i g . "il
,J_3i."
r'f)

[.'t)

WA Nctpat

,,u=E:.)

PowerPlant
cxne:
[-f[

1?'1,-B0

En*gy
I ) r o 3 yi s , l c { i n c d , rrsh c c ; . p a c i r {yb r c l o i n g ' * c r k - ' T h c
c x r g y w h i < ; hb o d i c s p o s s c : ;cs; , n b c c l a s s i i i c : i n t r ) ! u ' o
or,:eoncs:
potctttia!,rndlinetir. Porcntialcnc:-ai-rrlr.,, bc
d r r e r r t p o s i r ic n , s u c } a s , " v a t e ri n ; . n
e l e . ; ; i : : : ds r o r a g e
t a n k $ d i s r o r t i r >onf a n c l a r ; r i ct c o d ys u c h
: - si c < i : : . r p r c s s c d
sF,rrll g;.
I l-{o.!:poh/er {0.746 kWl

F.|.A:YP|E; A 20,t00-',b (n72 kgl ai:.:i:r:c is hcld 5

f t [ 1 . 5 2 m ] o f f r h e f f o , r r b y a - . j a c kF. i , r *
--,-- ::ocenrial
e n c r g ) /d c c s t h i s : i y s r r : m
;ioss'ess?

r^\

D I : -L L.

\'-')
\_--,'
I Seccrnd

FIG. J-J fvlost ho:scs

:rc <:apablcc,f m c r c p o w ( : rt h r n
tiris.

(ft'lL'/mrn)
hp
' = Poucr
33 000
Folr(min)

='1

3.1,()00

b p= P w e r ( f i ' l b / s ) '
\ \ l
L

J i r t

- \

r u / r( ) ,
=+4

550

trlr t
,yI1

= .20,000:<5
= 100,000
fr.lb [13,8:;0
krg.rn]
whcrcP-!.= po,.utialenergy,fr.lb
l/ = vreighrof objict, lb
H = h c i g f ror { ' o b i e c tf .r
. K i n c r i ce n e r g y , ,
.
y 'f morir:n. G;ss; srdling
t h c :r u r b i n cr v h J e t, : x hi ,irbg;r, g
liin.,i.-.n.;;;. ;:r,. :;ra:;s
and
s p t : c d, r f a , b o d y a r e k n o r v n , t h e
kinlric i,=.rg1. can be
d c t c r m i n e df r o m r : h ef o r n r u l a
t, r.

I\t.

lvvl

.--

zo
w h c r e I I U= , w e i g h r , l b
/ = , v c i o c i r y f, u s
I = , r c r : c l c r a t i o nd u c t o ,g r : 1 v i i r ,_. - i - 1 , . 1
;._.r:
[ 9 . 8] r n / s r ]
K E = k i n c r i ce n c r g y .f t . l b
N o r i c c r h a r :t h r : k i n e r i , : c n c r g y i s d i r e c t l r
:::c::crrronal
t o b o t h t h c w c i g h t a n d r h r :, ! : r r . . o f
ri.,"'rir,,r.:;;-'"""'
E X A u - i P L . E ' , \ n : r i r p i a n cw . 1 i . g . ! i ! g( i 4 . i o
: r : _ 1 . - . 2l :1g l

In;
o f . 1 0 5n r p r
E\..1,\/PlE:,{- 5000-lb
f,t'r)1::,,'<=:i: i9l.(i
[2250.kg] ' v c i g ; l : ti s l i [ r c d a m / s ).ja. 1F9i n1dt 1t hi rcy k i n , : c i ce n e l g1y 3. 6 0
ouunce
of l0 tr [3 m] :n 2 nrin.H<iwr r r u c hl ) c ' r s c p o w c r
u rcqurrcd?
tl r
I\l=--

lf 1.4
zo

P- : 1
I

= -5in0
- _ x 10
z

= 2:i,000
fr.lb/m:in!ia50kg"m/sl
D

b' o = :'3,@0

=!!,0w

33,000

= 0.75

o.

s/.

x 300,
_ 61^{0
2 x 32.2
= 9,000,0fi)ft'lb
kg.nr]o[-c:-.r:Fv
[1,244,700
L_--

.W Nepat
WAirlines

PowerPlant
cxne:
[f[

71 - B0

Mome-nliim
Speed

M a s s d m c s v c l o c i t y o r M V d c f i n c sm o n o i l u m . l r i s
t h e p r o p e r t y o f a m o v i n g b o d y w h i c h d c r c r m i n e st h e
Thc s;rrcrlof : body irr rnorion is dcfirrcd :s thc
dis
lcngth of rimc requircd to bring it to rest undcr thc
t r n c e i t t r a v c i sp e r u n i t o f t i m e .
action of a consrant force. Largc objects wirh a lot of
massbut very little velociry can havc as much momencllstrnce
\ naPr{
:
tum as low-mass objects with very high velocity. A
nme
b o r t m u s t d o c k v c r y s l o w l y un d c a r c f u l l y b c c a u s ci f i t
t o u c h e st h e d o c k e v e n g e n r l y , i t m a y c r u s h i t . O n t h e
S p c c d u n i r s a r c c o m m o n l y e x p r e s s c di n milespcr
hour o t h e r h a n d , a b u l l e t w e i g h s v e r y l i t r l e b u t i t s p e n e t r a t i n g
o r f c c r p c r s c c o n d I k i l o m c t c r i p c r h o u r or nlctcrs
Pcr p o w c r i s v e r y h i g h b c c a u s eo f i t s v e l o c i t y .
s c c o n d( n r / s ) ] .

Velocity
_ . V c l o c i t yc r n b c d c f i n c d a s s p c c d i n a g i v c n d i r c c t i o n .
T h c s y n r b o l t / i s u s c d r o r c p r c s c n r, r c l o i . i t y .

NEWTON'S LAWS OF MOTION

T h e f u n d a m c n r alla w s o f j c t p r o p u l s i o nw c r c . d c m o n s t r a c c dm a n y y e a r s a g o b y r e c o g n i z e ds c i e n r i s t sa n d
Acceleration
cxperimentersT
. h e s e l a w s , a n d t h e e q u a t i o n sd e r i v e d
f r o m t h e m , m u s t b e d i s c u s s e di n o r d e r t o u n d e r s t a n d
The atceleration
of a body in morion is defined as
thc t h e o p e r a t i n g p r i n c i p l e o f t h e g a s t u r b i n e e n g i n e .
rerc of vclociry changg. The dcfinition
L no, bascd on F o r c m o s ta m o n g t h q s es c i e n r i s t sw a s S i r l s a a cN c i t o n
thc distrncetra.,cled,"
by; .;; ii"'ilrr'ii"cctcration) or o [ E n g l a n d . w h o d c r i v e dt h r e el a w s p e r t a i n i n gt o b o d i c s
gain (accclerarion)
of velocitywith time.at rest and in motion. and the forccs acting on rhese
bodies.
.
..A
l. Ncu,ton's
frl larl starcsrhat
body (mass)rn I sotr
Acceleracion ch:ngein motion
.
of
rcst
tends
to rcmain 2r rcsr.rnd r tody in motim
unit of timc
tcnds to continuctr
- - finalwlociry minusinitialvelocity

straight IincunIcss..1J ;;:,' il, :'J:':L:,'j,Tr1,

:: :
Thc portion of

thc law *Lich siatcs..rbody in:

rr:k
of rcst tcnds to rcnrain at rcst.. is acccptrble
lrom orl .
T
own expcricncc. But the second p:rt which
srrlc5-l
b o d y i n m o t i o n t c n d st o r c m a i n i n m o t i o n
rvhcrc !2, is thc original vclocity
a(r con!!ln!
and V2 is thc finel
s p c c da r r di n a s t r a i g h tl i n c ' , i s m o r c d i { I c u i t
vclociry.
For cxample. rh" l"'r, fricrion thrt r bearing j;.Ttir:
l o n g c r a w l r c c l w i l l c o a s t .T h c r c f o r c ,. c c o r d i n g
ro rhir
I\1ass
l:w, if :ll friction wcrc rcmovcd, thc
whcel u.ould
corst forevcr.
T h e r n a s ro f a n o b j c c t i s r h c a m o u n t
of fundam'rirr
2. Thc sctond
o f n t o t i o tsr a y s t h a t . . A n u n b a l : n c c
marrcrof which ir is lomposed; it
.!du,
of
i s i n , * n r . r h en r c a s _
l o r c c o n a b o d y t c r r d st o p r o d u c c : n r c c c l c r a t i o n
u r c o f a b o d y ' s i n e r r i a .M a s s a n d
i
n
r
hc
;;igl;;."
ofrencon_
d i r e c t i . o no f t h c f o r c c , , n j t h a t t h c a c c c l e r a r i o n .
f u s e d b c c a u s er h c c o m m o n m c t h o d
it:ny.
? - i J c r c r m i n i r r ga
is dircctly proporrion:l ro thc forcc and
invcrscly pro
p
o r t i o n r l r o r l r c n r r s so f t h c b o d y , "
,^:.jii^._.-"jthc pullof gravity

='

Vt-V,

quanciry
of matrer
is
ll:iELrlg.oi anui, *"igrrill-"iry
or

-qg:lrrirv marrcr.
n n obJecrthat weishs 36 lb
[lZ.z.FB-]orl;rrffilil
6lrb.12..7
kgl o-nrhe.moon. yct th? massis
exacrly
::igh
rhesame.Mass,thcn,is derived
by dividinf;h;;;Jh1
of rhc objccr by thc,cc"t crr ti oi ;ir"-;;
;1,;:i, :
ili,it:
staredis equatro 3Z.21tls,"ie.At
n/s2lon
::.f;:"'""r,y

P r= !

A=-

whcrco = accclcrrtion
F = forcc._
ll/ = mrss
A b:rll throwrr rvitlr z forcc th:t accclcratcs
it at rhc r:rc
of 5() frlst {15..24-nrk:J will need
doublc thlr-for.. to
:ccclcr:ic thc brll to 100ftlsr
[30.4g m/s:]. On thc orhcr
hrnd if thc m:ss of the bali is
auubtcd, it""r.,. or
rccclcr:ti<rr wotrlcl bc halvcd.
, t;iJr;1?.;;'-rr;.
lf
c;rclrsirlc of thc cquetiorris nrutriplica
lV rfl, ,i,."
F = Itla

,rcEi

Wtr Nepat

PowerPlant

Hfuntnes

cxae'
fiffi

Ncwtotrs lht:rdlatw strtcs thrt "Frrr orcry rctrrrg fcrrce

th<:rcis :n equal :nd oppr:siterc:cring force." Thc tcrm
rrtirr.gfrrrcc nrc:rrs thc fi:rcc cxcrtcd by cnc t,ody on
lrt,:(lrcr. wlrilc thc rc,rrlirr.(
fi:rcc nrc:ns thc [<lrccthc
Jccorrd.body cxcrts on r:hc first. Thcse forccs rlwtys
oc,:ur irr parrs but n:vcr cancclcrch c,thcrbcc:rusc.although cqual in magliitudc, ,:heyrlways act on diffcrc t t t o h j r : c t s .I i x r r r r p l c so ( t h c t l r i r < l 1 s ' l r c t o b c f o r r r r r l
t r t c v c r v t l r y l i l ' c ( l : i g . J - . 1 ) .W h c r rr p c r s o nj u n r p s f r o r n
a b o r r , i r i s p u s h c dt ' a c k r v r r d sw i r h t h . cs r r n c f o r c c r h r t
pushcs rhc pcison fc,rw:r'd.lt should bc notcd rhrt rhe
p c r s o n g : i r r s t h , : s a r l c a n l o u . n tc , f m o m c n t u m f s t h c
b o , r t r c c : c i v c d b, u t i r r t h c o p p o s i t cd i r c c t i o n .

The cquarion:ior rnomenrumequalsmas:;tinresve.

loory. Since:he mornentumof t,oththcpcrsonandthe
'
boat mu:;rbe tqual, rhcn
iV ,V, = YrY',
EXAMI'LE; A manweighing150lb
kgljunrps
[61].04
Iionr his boar:to shorcar'a-veiocity
of) ftls to]tii *'il,
If
boar u,cighs75 lb [34.02figl, *hri will bc its
,thc

YCIOL'lt!'i

!t{1Vr= 11'"Y,

l 5 ox , : 7 ! ) v '
32.2 32.2

Vz = 4 ftls [1.2.2m,,sJ

M0tion
Concustron
cho,rbar

llrrusJ

Bof r,:l

"t

,/,'t'""";"

'-l

::=:1j!u'r

frn,s31 /

l.t*

| |(

'\

',lr '
/l'r-

rtF-l/=.a-Jrn,u
_-:ao-_lj

ltl,-

\,lJrotto. I I

/lt,thoh
, r l' \

|
|

I'
-J+:-_
L;;\
Thtust

|
|

.)

-,J

Evcryoneltnorvs thar when a balloon !; blo,*.:r ugr

r n d r e l e a s e di t,- v r i l l l r r v e l e ! r h i r l y h i g h s p c e c i : i o r : ' : ,
tcw t;cconds.Thc
aa.l lurbine arginr opci:lls lile .r to1,
trttoon,
end,th,
oftroth c:n bc cxpiiincc lrsing
r \ c w i o n ' sr h i r d.opcrarion
law of rrroti<>n.
.Whenthe tralloon is inflatr:d, rhc insi<lc:ir rre<,;rrre
'rhich
is r;tretchingrhe skin, ir'gr..,.iiir;;r:;;;;-;
p r c l r u r cr,n d i f t h c s t c r r ri s t i c d c l o s c d , t h c
insic: lir
;xshcscquall,lin all rlircr:tioru and thc biallccn rvij, rrol
m o . v (eF i g . 3 - 5 ) . l f t h e t r a l l c , o ni s . p l a c c d L : r v i c : r u m
:ud th? stcm is rclcascd,thc cscaping
air:ct.iiou:i_:, tras
*,Snq t,r push agai:rst.Ycr thc'ba,lioon ,xill
m,:,,,ein.
x o r c c q o l ra _ u ' a y ; i r o nt rh . : s r e mj u s t a s
it io= in: nor_
u.atmosphere, proving that il is not thc ::,ttptnr7
,tir.
against.anythin;1
Twutng
oursidcthat mah.estt\efzr*,orin,iove.
Kclcastng
the s:em renlovcs a secrjon oi :.e siil ,cn
,
lDlt slde,rf the baUo,rna.geinst,vhir:h
ti:c :i: h::i 3ssn.
Frshing.On the side direitly oppositc ih. ,r.,rr., :o,rr_
-T: &. air conrinuesto p,rih ori.r,
cq*.I :-:a ois;kin,
md ir is the uncanceledprish on ,fri, ,.J.
thi: ..*.;
th.
mxoonto move in tjrc direcrion awty
froc: rhe slem.

fligir.ti:s shorr bc.,.Lse,h. pr=rrur.

_^,T:
l.llq:n's
ttltun the
skin is los;:'quickly.l'his handicip io,:ld be
owtcomcby pumping air into thc balloonivith
:r bi_
rtd.ePumpso rhc prcssureand airflow are :n.ai:rrincd.
olyf?.m.this rpparatusinto r self-cr:rruin,e1
_11
.iet
,lr. handpunrp i:; replacedwith a c;:n.:rc:sc)r.
TP.,
,hr..:mpressoris turncdrt high sp<=d,: lrrge
_T1.:r cf
rl-.rough
thc balloon,r-hiienoll_
3u-,:,.y air is passed
logl lugh-pressure
inside.Fc,renergyto rui= thc ccrn_
r burneris placcdin thc eirxrcarn-i)cr;nir::;the
trTtjli,
tuclrlsesthe air tcmper:lturs
rapidly,anci,*e :ir-vol_
Sincethe corr:pi=:sor
g::rly incre.rsed.
;.:::ssure
lil:l:
r ) l o c . < si l r e t o r w a r d f l o r v , g [ 6
:,ir can ,j*.
.-::".,-.,,rrr_
rvardon the lesi rcsrric:e
d pr,i.:i..Jir;i'L =r. e:;ir-Bv
prlacing
a rurbinr:in th. prrI J.;;.;;:i;d
,-i;, ;;,;*",;
this encrgyis u:;cdro.spinthe turbine,-o:-,.:.':.
in rurn,
spinsthe compressc,r
by -..r,, oi;';;;-.-,F_
:1.c.
ti_."
::rs',en
erBy i s expenJcd t" ; ;
i';,;
;.:; l;
] ^1.^.r:I
i,'' rhe
throuqh
Bascs,
stemof th,eballoc,n,
-no**a-=n.lr.i
*hir= iiiin rflccr
a jet nozzlel Th,: tr:rnsfo.rnrti,oni,
'Jer
enginc''..u op..*.;. i";;'..;';.;.
t;
l:l:,1'^ll:""
luel tO

bUrn.
Th. acr,ing..forc,z l.Jcwton,s rhird
law. le:!ru to is
^,
-thar
the-a,:celc:ration
of rhc er;caping.ir f.o,riii= re:r c,f rh:
ballo,rn. Thc reacdon t,, tLi, ".,r..t"r.,ion
is a fi:rcc in
the.oppor;icedirecdon. In addirjon,
t1r" l*.=n, oi forc,:
ar:ri4gon the balloon is thc produ.,
;a;i;; :n:ss <>iair
b,:ing accrleratedtimes thc actel,xaciti
,ri*.,, :ir. liirrcr:
thc fcrrcesalvraysocc-urln pairs, ic
en be s:jC th::: iil-it
t:kcs. z ccrt:irn io... to ..a.,|.r.t.
, -.rr-.I::-*zri,
rht:
reaction to rhis forcc is tnrust in rfr.
oppori,= dire=ion.

Lown sDtinllrr

FlG. 3-1 Applir::tions of Ncwton's 'Ihir,j

L:w of M,otiorr.

71 -.BCt

Force = thnrst
Acrion = rcar:tion

'

Power

eran:[l[

Fhtt
llEridl

97111*a
ranmi

+-

(r,

Thc turbinc exr.crs somc of ,t..n.rgf

?r,the air,oiurn lhc comprcssor.

71 - 80

grtt!6a
lhr!
(hgadl
rt ,c6ov.d

\1-----J

FlG. 3-5 Brlloon anrlogy of thcjet

engine(a) Prcssurcsare equal in ell directions]
(b) An unbal.rnccof forcc is crcrtcd r.r,hcn
thc stcm ls opcncd
( c ) M a i n t : i n i n g p r c s s u r ci n t h c b a l l o o n .
(d) RcFlacing rhc hand purnp rvith r
comprcssor.
rir tempcrrrurc and incr..ring rhe volumc.
11
l:trtr*.,hc
(Q

eecs: $

Fhqhr ol borl6

F'ehrot boroo.

trvlEi

Pilant
iPourer
cx,re,
fiffl

71,- 8,C)

ilsnliomll, si TilicRil1
2t

l i o . . ; t 5 i ; i 1 1 , 1 . ,s.t e t c < l , S r l r n o u l I i r s
thec,ren
sr.lrs tlrrb rrlren n f:ril or fluid
is f1c,wing tnrclutir a rcctricted
are&, as irr a
nc!x:l e or .rctrtl'f-j- r ij$ s.pecd wiLl_ irrcr.e'
ns;c an<l itr: tcr rlcr.r.tru.c trnd_!rSESl,Ig
vlil*-6E?re.rse--The
ar,:a .iJincrea
secl
a:i--:[fr- a cij-_.i-ir5er, t]re rel/erse
is t rue .
\+--i--

The toteil ene.r5:,ri:r. a flowirrg ,qas isr

nnadeup ol st;lLic nnri dynan:lc bernper,atures, a,nd.strtic
a.:rd d;nrarn:icpressurre:;.
A ncz;lc, or. a r,liiiu:cr cloes not charge
t h e t o t a . l e n c - : [ - ; , , ' I c v e 1 .b
, ui rather chanfes one follil rrf r-ver5l; tcl anoilrer

\ r r.t, t-.tr ) .
f r.

nlny pc'uncis
c,cntinug t;o
t rrough. the
crln do th:Ls
A diffrlse::

per se.cond,
flow at the
nozzle . llhe
is to speed

will

dc,

ti.e ,:ej-r rn';is.t

ee-e rat,e
o:::- :r .,ialr j.t
u;.

,th.e op;:c:ite..

T ) e u s b y v : r r y i n g t h . e e r r e , a c ,j t i r e p j . l . e ,
velocit'/
can be ch.ani:ed i::::
l.-:'es:;ure, ar.d llrer3sure into vel.:cil-;.
T)re jet enqine is just
suci ;l !:ip!f
with changing area6 Hhere ::e a:r
p:essure ernd velocity
are csn:;tanlj-;
br?ing changed to achi-eve cesi.:-ei
rr:suIts.

For exanl'nIe:, a lt,li3le I.li_-1 :Lncrease

the f l-or.r, or r1J,.n.".r.tic
pps5;sur.e, at the
expense of tl.rr: c'tatic pressure" If the
gas is nroving titrounir th.e pi_pe at so

El{ect of a rlolzle
or. pretture and velocity

{,5,
U,

E f f r : c to l r d i l f u r e r
o n p r e s s J r cr n d v r r l o c i t y

St.rticfrresirrre
= 2 0 t b [ 8 9N l

| |

Statrc prerlure

l-\
\

\,-/
-l\

=lolbl44sNl

!-'n J/
__.__Jt___
- I
)K

qr

ll

S l a t i cp r c r : u r r r
= l O t b 1 4 4 . 5N l

__

'l'otal
Presr;ura

=.30,b[t33.sNl

/'-11--

a , . u r . H i g h - v o l o c i t y _ fl r r w
*dynamicrrre:3ure
[ -, J
= ?o tu [89 Nl
Low'vclocity-flon'
o r d y n o r r r i cp r ? j t u r o

= ro rbr4 4 .sN r

+ il:j::,.

FIG. 3-.25 F,rcssureand ,rclocity chrngcs

:t subsonic florv.

Str ti6 g113;31yt

= 20 lbr
[69 \']

!.1 -

liotal pras.
Ewe,= 3O tt:
:1:i3.5 Nl

High-vrlocity-

llow or dynamic
pr?stur! =: 2Olb

18
19 Nl
F l o wo r
dynamicprerrura

Lo'*vctocirr-.
flo,r or dyn:rric
prcrture = fO rb 144.5 Nl

\#

Nepat

Erunrnes

PowerPlant

Thrust cornputation
Using Ncwton's sccorrd.larv
solurionof the simplcproblcm of nrotionpermitsrhc
that follows.
EXA^IPLE

How much

force would be
accctcrarc
anobicct
rareof l0 ft/st
::lgFr'iu;il'b;;T;'::rJ:
[5.05 nus.1r
F=lda
rvhcrc F = forcc
wcight of the object
,";_
a c c e l c r a r i o no f e r a v i w
a = changein .r.loc"irv ,
_

cxae:
[J[

71 - BO

F.=Fr-F,
psinc inlct air velocity timcs the massof airflow
is the
i a i t i a lm o m e n t u n . T h i f . r r . . t t . - . i r p i r . l "
go.r, tt.
STerterthc initial momcnrum :nd the lcss tf,c engine
crn chrngethis momcnrum.
LI\

- MV1 = the
accelerationof gascsthrough rhc
cngine

w h c r c M V l r g r o s 3t h r u s t o r
momcntum of
cxheust gascs
MV1 = ram drag or momentum of incoming
a i r d u e t o a i r p l a n cs p e e d

, f

l-=-Xa

161
=;:: x l0
JZ.Z
= 50lb
[22.68kgJ
The sameformula applics
to rhejet engine.

A targe
jct ensjne
handlcs
t00lb [4s.36
,Trlllllt!:
KgJ
ot arr per sccond.

ThcvJlociryof thisair at the

ier
nozzJeis 659 moh /aoproximat"ly'_g6(_g,
n/h
[1060.5
(2ea
nr/s)1.
whai

is',iJih;;;iir.ffi.r

F : .t/u

Usingrhesameengine
andvalues
shown
?K::LMPLF:
E rne
p r e v r o u sp r o b l e m ,

but with the airol:

rtr speed ;"pi,'in.l",,i,
J; ;';li:";.- "''"
"1116'

Nct rhrust= Ma

=Y v, - v,)
2
whcrci/2 = vdocity of air jt
thejet nozzlc,ft/s
rz, = velociryof rhc a.irplane,
trls(220mph =
. 332 ft/s = ram drag)
[35a.0S't<mnr
iOa.f
r./r) I

tIl

=3x,
I
t00
=;;; x 966
JZ.Z
= 3000lb
kg] = thrust
[1360.8
F r o m r h e p r c c e d i n re x a m p l : ,

if a
- 3 0";i
0 G . l bf o r c e o r a c i o n
go6
ri'
r;
; ;v -!:l e.'. i
iffi':$r';-:' "' o,r.i
rcrcrion; ;' ;h;, :no.:'
j:"*ja;i
;' *,,i'oI I ?j,.; : T :,,..,
e"'d
ngtne.

Gross and Net Thrusr

Whcn thegrosrthrust is.compurcd,
.
thc velocity of the
arr coming into the cysing
d;. ,;;;;-vetocity of the
a t r p l a n ei s d i s r e g a r d e d
ind,-.r-"h;;;i'
thc prcvious
problcm, thc vclocity of thc
grs lcrving ,t . .r,!1.,.'ir-"
*{.1
the accclcr:tio. f..to..'f.;;;;i;.tion
of rhc
ges.
is thc dfferenee in rhe vctoci.y
b;;;;;;;i,.-ur.oi".._irg
rnd ourgoing air, and this
diffcren.. lr
ln com_
luong net thrust. The loss in thrust i.r.,olu"d i" t"1i.,g
rt tlrc fronr of tlrc
L L,r"r",, ., tlr. ron
T:.t: j.
dros.
",rg;r,"

Nctthrustis ,tr.ng.or;",ffi;; ;i;;':#'ffi

Netrhrust= lffi 1966- 1??\

32.2'' "= 2000lb
[e07.2kg]

C-ompleting
theJet Engine Equation
addssome massto rhc air flow.ing
**:l
fl1tr"y
the.engine,thc samcformulamusr be applicE
:Tgh
o tie wcight
:l ih. fuel as was.appliedto rh. ,rlighi
d theeir, and
rhis must bc addci'ro the basicthrusr
,oEution
,/

to. ' TW
( Vr .r.--v , ) + - ( vl,V) ,
tg
;f,fie ltl, = wcighr of fuel
I{ = velociry of fuct
iNoti.e-th.t

bccauscthe fucl is carricd along with the

.cfnc it will nevcr have any initial velocity'relarive to
the cngine. Some formulas do not co.rrid.J
rhe fuel flow
comp.uringthrust bccrur. th. *.igh, of .i.
ri_T,"_:,-:l"r
c a K . a greh . r o u g hr h c e n g i n e i s a p p r o x i m a t c l y
cluivalcnt
to the weighr of the fuil addca.

pt,IiL.. i,

Wtr Niepat

PowenPlanI

EigAi,iines

CHAP:
ATA

'71 -

EO

n[-FrcTritcT
i:]
n

if,IJS FLCii CF ATR

i:t.

=.------.-

1..:

t h r u s t a ' c S u r n s 4 o c l o: - u ( t E t t + k . : )
fuel r,er ltoltr r which.engi:re ir; t:::
nost cffi.cient ?

, /:\/ [',
wl

ilflililla

lUll

( : i , r: ;; l i ; ; ; i T I C i l
2'CO

I;.,! I.'IIRLIST

rn /\n
iv\/v

:T

v . . /

(a.??7 ks) of iluel;=:

t ' )

hour

- , r^: t-

nnrr-ri

PUrrll\r

v6 f r

f! .| r1l 7 "r^: +r ' .

!Il

E):,\i.lirl:: a t)1OO-1'.r-b
lirust (;'+O
r 95rl-ii)
r n ( L n e c o : t ; i ' j . : c :?; : 1 1 - r l ' l o n s (r 'm
' r + ' /L )
r-ru-r.r

,'-r.r'
. L r [ : C ) l . C{ ;. , / I o I

|-i):+',)

:*:t":'"

luel-

va

per

ilrn

^^1r-,
tr
!,Lr *, _,

i. !\ ,

5
a ../

1;\
\v
a

L
n.^.n
rlt
ll I

f,-crr.:.',iitr'.tj-s i;lle-lif3 ? (One 6aIlon

/ - -. \
al

tn
I

1O,,lOC

= 0.,+ 1b (o.l8t kg) cf :irrel :::i

ihour per pound of thrust

'/f
IN

4 -r5O
= ;-.
9100

T h e r 1 0 r O 3 O - 1 b - . t h : : u s be n g i n e i ' : c . i r . 1 3 o ' ;
twj.ce as nuch th::usl as tlte :;a{l'l-'-bthrus b engine,, brtt Coes not c:c::,:'!re
twi-ce tire fue,'-.

= o.5 lb (o"l:7 lr';) of fuel per hour

p:r' pcu:tcl.oi tir.L.r-rst
J. E|)UIV,\LiliT SF;:CI.[IC FIiEL CCll:;:'l:i'.1:l:l
( I I I F C ) - I t i : ; u r : e c it o ' c o m p : : ' e i : r e 1
consumpi:ion bct',;een turbopr,fi) e:l:i:13s.
/ ^ . - - ^

Obvious!-;' tlrc i:or': titr.ust ive can

obtrrin pcr 1'or.r.rri.
cf fric,I., thr: rncre
e f f i c i e : r t 1 1 , " , - . ; r . ; i n ei s , . I i p e c i f i c
f u e I c o r : s u ; ; : ; l ; i < : n; n a b l e s v a l i . d
c o m p n r i - s c n ct o l , . c : : a d e h e t w e e n e : : ; l i n e s
be cause thc ftii:.l :cnsrirrpt i-on is re.iu-.
eeci tc a coitr.:ot1c'l.cnonir.artor.!-or
exanple: If onc c..i5ine produces
r:.\r\1 1L
/aa/,/l
an,l
)uuJ rD \.lJ.ri,,f\J iT) of thrust
c o n , s u n n e o2 5 0 0 : l . l ( l l 1 \
l<g,) oi frrel
p e r h o t r r , r . ' rl i l r - . e : r o L h e r e n g i r r e
p r o , : l u c e s 1 C " O C C l - b ( l p 1 1 r 1 1 $lg{ ) o f

+ '

wf
""'" - islit'

,rncE:1O

I SeA Nepat

FowerPlant

iffigAirlines

Factors Affecting Tirrust

u- f'^2. 'n
> a,ia

l.
3 . $'cighr oi tircl tlor,.'

,'\

l*" C^1. *t.o

SPEED EFFECT Tirc forrnula

lt,

; \ r r r o u n to I a i r b l c d i r o n r t h c comPrcssor
-5. T l r r b i r r ci r r l c tr c n r i r c r l t t r r c
6 . U s c t r l -* ' r t c r i r r . j c c t i o r r

r.=](l'r-V',)
5

, h r ! , , r n y i n c . r c a s icn t h c [ o r . . v a r dv c l o c r t y
oI rhc
rl ltlrlp) :l ta n cr v i i l r c s u l ti n a d c c r c a s e
i n r h r u s r .T h e f i s r e r t l t c
e i r p J a n e . g o cr sh,c g r c a t e r r v i l l
be the initial mo'cnr.n.l
o l t h c a i r i n r c l a r i o nc o t h c
e n g i n c ( 2 , i n c r c a s i n g.) l l r r r

\ . , r r J c s i q r[ a
r c r o r si r r c i u . l c :
S p c c d o I t l r c ; r i r c r a i t( r r n r p r c s s t r r cr i s c )
T c ; : r p c r r i u r co f r l r c a i r I r . . .
o c l l s l t ] 'c t t c c t
[ ) r c s s u r co . f r h c a i r
J
A r r r o t r r ror f h t r r : r i d i c v
1

tt ts cvidcnr rhat incrcasing

thc. rvcighroI air bcing
l r 1 f " a r v i l l r c s u l ri n l n r n c . r c l s ci n F n o r r h r u s c .A s s . c
rvlrcn rvc gcr ro chc scction"o-,l
.o,,,pr.rrorr,
*L-:": s p c c d
rnry' rlot
i r r d i s c r i r n i n a t c l vy a n c c l , b r r r
:n. tqul :s. ,t
f
c
,
b c c o r r t r o l l c d , , v i c l r i vr rc r y c l o s c
lirrrrts.

t "r , t s

F r r r t l r c l ) r c s c l l t . o r r l l ' t : r c t o r . s1 ,
t t:ssctl.

71 - BO

Lr.t rF-

T h c , ; c r c n g i n c i s u r t r c l r r r r o r c s c n s i t i v ct o o p c r a r i n g
r ' : i r i r [ ' l c st l r r r r i s t h c r c c i l ' r o c l t i r r gc n g i n c .S u c l rv : r r i r b l c i
c ; r r b c c i i v i d c d i r r c ot r v o g r o u p s : t h o s c t l r a t c h a n g cb e c : l r s c o [ - d c s i g r ro r o p c r a r i n g c h a r r c t c r i s t i c so f t h c c n _
q i r r c . l r r d . t h o s c t h : r t c h e r r g cb c c n r s co f t h c r n c d i u n r
in
r ' , - i r i c lt ri r c c r r q i n cm u s t o l ) c r a t c .
I r r t l r c t l r s t ( ' : l t c q ( ) r ' \ ' l r sc r r c l rf i c t t > r sl s :

7.
8.
-9r
10.

cxne,
[J[

;i,. spcc.ioi
*:*.; Xf 1:::1".i:1,i,.g"'.,iny-ri";';;,
r.rJ.

Llltd;
@ain
tum chaiEJv-l
_-_..r_ ,,rr,

.
q-ttll(Irg!:9].

o. n,on'.,.,rl-

"ra.

This Ioss of rhrusiT;ll bc parrrail;.

:.. ;r.-- rrl

|
,-,
tlc
i. inc t.i/"ctuc;o
,r;;;ir;d.-:_i'iill
F.'::-ot i'crcas.c
is

8 , 9 , r n d l 0 a r cd i s -

ollsct ltv tlr,. i".',,..^

rccovc.rcd
d.ucto thc rarrrf rcssrrrc
ltl,.*.ili,l:lltlrrust
risc.as
rvotrldscerl ro bc i'<licrrcdon firsr
.r;;i;;,:,i.,i,:
,!*u t f-f527)ry
ai.rPlrrcspccds
1:,]lqit i r r; r t k l i , r r o r rrhcrcis . .o,,rlJ...rrlcrcrrrn,..1-_
lc: i g . ) _ l1 , 1
i l l : . - r ] : . s'cight ^ r or i r cr i s ci r rp r c s s r r (r'rhc
i l . t ' i \ 1 L I : l : E C 1 ' ( F i g . J - i i ) l - n g i n c . s p ' c c di n r c v o
of air{torvincriascinto
.,,gi,i.
I r r : i t n s 1 ' c r r n i n r r t ch r s I v c r v q r c ; r tc t - f c c o
r r r l:,:.t,
t n t h c t h n r s t i::ii
D c , o l r c c t lp
y r o P o r t i o r r ; rt o
l t h c r i s c i n p r c : : r r r cl r r t l

L *- l"^i

. l c ' . ' c l o l , c .bl l ' l j c t c r r q i r r c .l : i q t r r c3 - 3 s l r o r v st.h : r t v c r y r n v c r s c l pi ' r o p o r t i c _ r n taol

t h c ' s c l u e r cr o o t o f t h c r i s c i r r
l j t i l c r h r r r s ti s d c v c l o p c d : r t _ l o r y . r p r -:nl s _ c o r n p . . . d. ' , i t i . , tcnlpcritu rc.
t i r c _ t l r r r r sctl c v c l o p c r:l r t l l i r ; l r c r r g i r r cr p r r r , -a u c l t l r : r tr
r l i ' . ' c r r l i r r r c l r : r r r g lcr , r sr r r o r cc t l c c t o r r t l r r u s ta t l r i g l r c r

Itt'.+
vql

nrr:rrrr.
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tlic
fror':r tlrc ttttttospltcrc :tnd l[tcr cortlllrcssing ltrrd
l r c : r t i r r riit . : t 1 ' r t o c c stsl l l l t o c c t l r s i n a l l h c l r t c t l g i r l c : ; ,
t i i c c r c r g ; ' a t t < i l t l o t l t c t t t t r t tgt i v c r t t o t l l c l r i r f o r c c s i t

71-'8O

\N

c u t i ) { -t l r c p r o l t c l l i r t r l t t t i z - z l c: r t l r v c l o c i t l ' t r l l t o 2 . 0 0 0
l c c t : ' : r s c c o n c lo r a b o u t 1 , 4 0 0d r i l c s l l c r l l o t r r . O r r i t s
r v : r _ trl.r r o u g h t h c c n g i n c . t h c a i r c i v c s u p s o n r c o f i t s
cncr-1)'arrd tlotnct)tult'l to drivc tlre turbirrc that
tlo',,.'.rstllc co nl prcssor.

T l r c n r c c l t l u t i c tl t lr r a n g c r t t c notf t l t c u l r sL t : r l l i n c
c : l r : i : i ci s s i r r r I l c ,l o r i t c o n s i s i so f o r r l Y t t t ' t ) t t t l t i r t
l t r t c ia t u r b i n c
r c r ; i i i n g i l u f t s ,a c o l n l ) r c s s o r
c
o
t
r
r
b
u
s t i oct ti t l r t t r b c r s
t
t
t
t
l
t
t
b
c
r
a
o
f
a n d o r t co r
'l

i r c r t t c c l r : t r t i c :lttlr r l t l t s c t t t c t trtl l ' v l t t ' i o t t st ' . : t s

----:--------:-7-:-

r u r L . i n cc r t g i r t c iss ' s l t o r v ri ln { i g . l - 9 .

'fhis

sinrplicity,

i l r . r r . j v c r . c i i r c s r r c r (: t 1 . 1 > i{v. o a l l a s i r c c t s o f t h c c r r g i n c .
f , . r : : s , i r : s . ' t ' i l l c :itrl r s t t b s c t l t t t : t t[ t) : t r t s t i t c l l t t : r t l t ',ll':l tt tt t' t) l'
: r , ' t , r . i t ' r t : t l r t Ii r t' t r l ) l ( ' l l t :sl l t : : ; r t t t t c t t ' l l :ct to l t t i r l t : r .
r c s r r i i l l ( ) r t r t l r c l r i i l l r c r P c r l r t i l l f L. c t l l l ) c t : t t t t t c st l l ' t l t c
c c r i rr u s t i o n c l t u r l t i : c r s a n d t u r - b i n c , t h c c { i c c t s o l vrr','ing flo*'s across thc colllprcssor ltnd ttrrbinc
b i : r i i c s . a n d t l t e d c s i g n o f t l t c c . x l t a u s ts ) ' s t c r n t h r o u g l t
. . v i r i c ht i r c g a s c s a r c c j c c t c d r o { - o i r n - t h ep r o p t r l s i v c . j c t .

OXYGEII

SE
ruEL INJECTO

COHOUSTION
CHAHEER

IJO:ZLE

!
I

I
I

t
T

II
I

I
I

,
I

I
I
I

It

Figurc

A rocket cnginc

pl,GE:.l ji

FrowerPlanl'

;Z'1- 130

orne,[J[

\\zt=A==ttffii1-*---_f
fiSinr-ui4-----'i
,--4+-,"'lf

H
,*__
lUltgLv')"-=

:-1

.)i.,,:

-\ \.y' cP.!L_ ____*

SlttGLE'ENTRY f WO'STA(;E Cl.NTRlFUCAL

'l'URE,O

PllC Pl:Lt.E:l

'-1, i

TwlN.

5PO()L
Cr

- )"'',

li.a'(

AXIAL

FLC,\^/ TURB()-PRoPELLER

,l

('*!:
_----t\-.------

,.\

-\-

E$sseErolffiirl:lr
I

.!,

--)=

."t'

7i)

.: :'.'j

':*.
i _ ,'.il
i

.,...l-14"..
L9:

T w t N - s p o o Ls y - p A s s' r u R B o - J r : T
(l,rw

y - p a s sr a t i o )

B,is7
Figure l-9

:rrrangcmcnt
of gasturbineengine;
l\1e'chanicrl

rnc[:

I \B# Nepat
I Gnirlines

Power Flant
cHAP:
ATA

71 - 80

T l r c t r r l b o / r . r r rj cr t c r r J i i r r(cf i C . l _ l l ) c o r n b i r r c s
..., .
tur_Dojctcngrr)c(,@
:l:c.

Magh3) rvirhrhc ramicr cnginc,wliicirJ", n.,.,a

pcrformanccat high l,,fachnumbcrs.

T l t c c r r g i n ci s s u r r . o u r r < j cbdy a d u c t t h a t i t a s a
v a r i a b l c i n t a k c a t t l r c l r o n t a n d a n a f t c r b u r n i n gj c t
p i p c r v i t ha v a r i a b i cn o z z l ea t t h c r c a r . D u r i n g t a k c _ o f f

and accelcratio

rvcilcillrom thc com

r a r g h ti n t o t h c a f t c r b u r n i n ni
;e

sustltiucd
highlr,llchnumbcrcruiseconclitiorrs
wircrc
thccngincopcratcs
in thc ramjct modc.

INTAKE GUIDEvANES (Opcn)

V A R I A S , L EN O Z Z L E ( L i r t c : r c r )

V A R I / \ E L EN O Z Z L S ( S m r l l r r c r )

V A F , I A 6 L I N T A K ( S m : i l r r o )

t{tcil

F i-g' t r r cl - l I

l.tAcil t{uHnER

A1.t7 r r r l x r / r : r jrcr r( c n g i n c

'lb

pnGe:11'

PowerPlant
qm,e:
[J[

r-I

vr'.RtAoLE
r NT K I :

A T TI R I ] U P , I Ii N G

IA
I --=t=-.
i
,-'-)'/^-t
| .-''

l\---

I---i-\

I
I

-\

=_/
\ \-;
/-^
-/---

_r

L___

COI,IBIJ5TIOII CHAHBEI.

FUEL I}URNERS

-)==------ir

71 - 80

OXYGEN AI.ID
TUEL SlJPPLY

\
Irigurc l-l.Z

, \ t u r l x r - r r r c k c (c n g i r r e

enginr: (fig. j,-12')could be

, -E-!ll$,o-rtckct
c o n s r c l e r cads a n a l t e r n a t i , r c n g i n c t o t h c t u r b o / r a m
jct; h,twc,,'er,it hrs onc major diflcrcncc
in that it
c
a
r
r
i
c
r
;
r
t
r
v
n
i
t
s
o
x
l
g
c
n
t
o
c
;
o
n
r
b
u
s
t
ion.
,-_
Srroviclc
_

thc gas;enters[he turbine. This [u:l-rich r:irlur-e (g;as;)

is thcn dilrrtcd with ajr fr,cm the compressor and the
surplus fucl burn,t in a coriventional:rjierburnine
.sy:;tcnt.

.ilre engine has a 'lorv prcssure comprcssor

.
d r i v e nb y a m u l t i - s t a g et u r b i n c ; t h e p o w e r t r : d r i v e
t h e t u r b i n , :i s d e r i v c d f r o r n c o m b u s t i o n o f k r : r o s i n e
and liquid -o,{ygen in a rockct-typc comtrustr,on
c h a n t l x r . S i n c c t l : c g n s t , : n l p c r a t u r er v i l l b c i n l l r c
o r d c ro f 3 , 5 0 0d c g . C . ,a d d i [ i o n a li u c l i s s i r r a y r : ci ni t o
thc combustio:rchamtrcr licr cooling purposesbefore

A.lthougfrthc engine is smaller :rnd.I!_zirr,:rthan

t h c t u r b o / r a mj e t , i t h a s a h i g h e r f u c l c r : : : s u n ; : r i o r .
T h i s t e n d : ;t o m a k e i t n r o r e s u i t a b ' e F : : ; r r . r n r : e r c c p t o ro r s p a c r : - l a u n c h et yr ; x o f a i r c r a f t : . : : -i : - : : u i r c s
h i 1 1 sl rp c d , h i g h r . l t i t u d cp c r J o r n r a n ca: c: : j : i l r ; r r r l l ;
h a s a i i i g h t p l a n r : h a ti s c n t i r c l y a c c , : l c : , : : i i c r : r d c l
s h o r tc l u r a t i o n .

Nepal

PowerPlant

tirlines
n:s','*

t*

!'n(<

--.'--_

,/--

\. :t.,''-* n*- 4^rtarsa

^*v.r
'-t'rL+.

i)

71 - BO

cHae,
[J[
CgRE TNGINE :

4l

|/Fr1;;

rautu+-4,v,

GAS GENERATOR

lt_

4cs.it Gr C-*,,..
4 A.; *

\L^n,-:---

I U I I B OEJT

;U;i3OPIiOP

TIJIlBOFAN

fa^
T Y P T S O F T U R BI I , I T E I ' I 6 I N E 5
engrnes
Turbine
fied
into
three
1.
2.
3.

Turbojet
Turboprop,/
Turbo fan

CORE ENGlNE.

can be
types;

Turboshaft

cfassi-.

T,,rl-,ni^+

IUIUUJUL

The turbojet
i s d g . c 1 st u r b i n e
in which
the turbine
extracts
only the power
required
to drive the compressor and
accessorres necessary for continuous
cperrltion.
ThO highrvelocit.y
imparted
t-o Lhe exhaust lerses by the exhausc
nozzle provjdes t.he thrust for prop u I s i o n - A prp r o x i rna t ol y_ jlp_gI
e e_!_t__g-f
--\i_
fl)e developerl energy is used to drive

The gas turbine

comprises
three
primary
componentsl
the compres
r@@
t"t,
."rU"tt:.o.
.1ffi
T
ng 35
The comDressor
turbine.
is
pul.sron
Criven
by the turbine
through
a n :_
T
h
i
s
@raft.
section
is calLec{
of the enqine
Lne gore enqine
or GAS GENFRATCR.

percenF-is
-

available

for

oro-

'

lnc='19

cxrre:
flJfi

71 - BO

FowenFlant

9 O XT H R U S T

THRUST

Tur-boslral'tTur-bc,p
rop

Q,+1]a;i

f n a turirosha.f t- en<yin,e, tlre: turb.ine

provides pow:r j.n exc,rss of' tlraL requir:ed 1-o drive
the crtnlpresjsol:. 'fhe excess po\./er is appl:Led as drivj-ng torque
available
at an oui:puL shaf t- The p,3v/ep
to dr-ive the outpg:
slrafL can be_g;;l-racted eiLher
f rorn tl-r1san,e turbin13
t.hal- drives
the conpr(:sscr or frr>m ,r
sbpqral-e, Free-vl'heeling burbine. Thr:
t-irr:lri.ne is usfilTt"ofne-E;Eliorwa:rd
^

'lt'

l-lr -orrolr

i f:t
L . !

g ,

* ]

9 L g

(to^.-lrnw

Fn

t.ts
L.

n' ,r, r" 1I v

n l r , - r r r t - lr !C

oercr:nt

y!.

200
o
[b//l

I
c

100
G

l??(tl

ih

'Ihe turltoshafL
engi.ne in which. ttie ouLc
l
r
i
v
e
s
a prope.LJ-er is r:eferrcd
1:ut'sha.fL
l-o as a tut:bo'grop. In thLs type of
proprrls.i.on system t.he prr>peller glro<luces
. r r ' r ) r ( ) ) : i r n . r t : r : l y9 0 p c r : < - - t , : nol -F l - h e l h r : u s t _
v . ' l ir i r .

300
[10161

peIIer
rlr ;iotor hleide:;. 'furbos:haf t
eng.ines ar<: used primarily
in he-licopter
q- r i! u, t- d^ -! -

llE.s ,, a, 1a-- 5 s s)i

thrus;8.

rs

c l c - v r : l o p c : db y , e j e c t i n g l : h r r g a s e s t : h r < > u g h
l:lre exhaust: nr:zzIe. Mirny of todal"s
slr,:rl- h.huI an<l stnall t:ransp,3;g ai.rcr:afl. _ r r : 1p. o w e i e c l b l r t u r b o p r o p
sn,3ines..
1,

0
400

ti00

1600
" l - o t a I t e m r r e r a t u . e "R
12Cr0

on curvr:s
F I , G .3 - 2 3 C o n r P r c s s i o rrrn d cxl)ll-lsl

:i)00

,. PAGE: 20

Bt$trNepat

PowerPlant

=fur!ines

, ,
Tr,rI?uoFAil -F'',\^l

awL c.*l *'J-"-'..'*'.. i l(

The turbcfan engitlc tlas originally

eonceived as a nethotl of improving
the propqlsive efficictrcy of the
jet engine by rcclucing the mean jet
p"articu1.u]y for operavelocity,
t i o n a t h i r h s l r b c o-[Ec1'
uic stceds.

'5

It was soon reali:,ecl that reducing

ltr.cl a considerathe .'iet velocity
ble effect on jct noise, a nntter
' . r h e nl a r g e
thnt becane critical
nunrhers of jet l.r-ol-e]-led aircraft
entered comrncrcinl scrvice.
A turbofan
r^raforl

en;iue

lr.r.l-ho

'rl.sesa fan

tufitine

to

increase

lhe nnss flor'r ra.to cf air. The

i.ncrease in rpass fl-or'r of air thereb;,' increases thlr';i.
In this t;,'pc of er:5inc a fortion
of the total- f'l o',: i.r; - g-esses the
c.,r]iprescor, contbr,;iicn clm.mber,
tu:'binr and noz;1c beiore being
e.jecterl throu5lr a scperate nozzle.
'ihus

the tlrrueL ic i:irtic up of two

conponents, tlre cclrl .:;trean (or
fan) thrust and thc lrot stream
tir:'rrst.

Cn some en.3incs tlrc tuo streams

are nixed ancl ejcc';c'i ar,- a single
jet of reduced velccity.
Turbofan engines Are rtsu.Llly described in terns of by - pass ratio,
defined as the rc.tio of the flow
through the b1' - g-.;s rlttct (cold
stream) to the fl-ol.' nb entry to the
hirh pressure cor:-ltlcssor (irot
stream).
tsY FASS R.frTfC =

71 - BO

cxae:
[J[

CC],D AIN;-NEAII
itOll AIiiritRilAJl
,5;.-C(i:DAi?i:
AfR

jifrIrrffi

f:-r;r",'r'.,; L--"*^*J. - .

Both hi6h and low by - pass ratios have

their place. In the case of a 1on5;
ran6e subsonic transport, specific fuel
consumption is of rnajor importance and
the requirement can best be met by use
o f a b y - p a s s r a t i o o f l r - 5 a n^d a h i r h
overall pressure ratiorr*
2
t"

with a srrpersonic
.Ililitary aircraft
dash capability
and a requireme-I-for
woulC have r'o uje
6 1 o o ds u b s o n i c s . f . c .
a much smaller by - pnss ratio, pcrhapc
.9*foQ*-to keep the frontal area do.,rn.
Short haul
a.s critical
ding s.f.e.
wouLd be in

eommercial aircraft
are not
as long haul aircraft
regarand a by - pass ratio of ?-i
orCer.

Tire thrust of engines of high b1' - p.rss

ratio is very sensitive to forward speed
due'to the large intake mass flor.r anC
hence large momentumdrag.
The use of a hi6h by - pass ratio .,ri1l
also cause an increase in drag bel:r'.rse
of the increase in frontal area, and the
drag of the nacelle itself
rnaybc
significant.
For a by - prass ratio of ) the thrust
nay decrease by about 2l percent as an
aircraft
accelerates frorn rest to take
off speed.
Similarly,
the thrust of a turbofan
decreases with altitude much more rapidIy than in the case6f turbojet becar:se
of the large rnass flow involved. For this
reason, if a turbofan and turhojet are
designed for the same cruise thrust the
turbofan wilI give a si6nificantly
higher
'
value of take-off thrusto

\HZ Nepal

PowerPlant

:rg1

4tirnrres
tl,l^
I ll*--ta^.t

: L , ' ,1 2 e [ . C

It

was nentioneC

elrr-I:-er that,

nf

tg ht l rL 4i rr .

r . a ! d r

n o d r t c n rv l\ ( _

rnr,-n

iol-

. l v ,

cFrAP:
ATA. 71'

becattse

rre'l nni|-

. ----'l--

t F r n,rfa-rr" pro'-iu c 9,._1.e

s s e:4!r3ugt_ no i s c:
than turbo jets.- At fir:st sight it
-T-ivoul<i at)pe,3.rtirat rroi:;e,:onside:'ations
woull denra,nc{
the highest possible
by - pass ratio,
rc,str.-Lti.ngin a Lovt
jet'relocity.
I { o w e ' r e r ' ,a s l : y - . i t r s c l a t i o i s i n c r e a sed bire resultir:r5 I'ri6ir.tip speed of the
fan leads to a 1.rr5,e :Lncrease in fan
nois,:. r\t appror.ch corrclibions with the
e n g i r e ( ) F a r i \ t i r r 5 ;n i ; a l o r r t h r u s t c e l t ing, tlrr: f nn noi.sc proclo;ni-natesl fan
nois: ir: bss'enti.alJ-y pioCuced at
discreet frecuencies r*hich can bef much
more ir.iitati.ng
tluur -;lie broad band
jet .noir;e-

the therrnal ef f ic iency, which i:: tu::n

Lovers; the fuel r'eqtrirerent oi i:h.e
en5;ine.
An adclitional advani:ag,eof ttre high
bypasr; engine is thr: fiect e>:ha';-st.Srsi
ternpe::atures (ici:) are ccnsj-ce-rbiir
lor,rer than those of a lox bypas:s
'Ihis
mal<esit possible tcl
ent{ine.
e:<:cntl the en5;int: thrust f J-at :reti ng
to a :righer inle b tenperc.lu5s. li:er
hi1;h bypass engi:re is th+refore ::ot
as temperature limited ae; the rc:a bYp'r,:s en6line'.
FAI{ I}{51'ALt,qIC}t .{FRAltci'}:ElrT
There are four ways: in ,,rl:ich :r fan cal
be installrld',cn the engi:ae. ?iie-; are
discussc'd :i.n ,;hat l'ol--ox:s.

The prol:Iem can bc al.Lcviated by

acou;stir: treatr;re'ni of tlre intake duct.
avoirlin6 the rrseroll i:rlet guide van(:s, trf-UT
i'All TltlIIlE
and ,:areful choi.cc of axial. s;acing
,( q' f ' 5 o r : r e e a r ' 1 y t u r b o f a n s w e : . e d i r . : ' c r - 1 ;
betw,een the fan rot;or :ur,:l stator
rleveloperd ilrorn exie f.ing turbo-i- t:: , anli
\'il *,
-r^,.I...t
brades
this 1ed to tl're aft fan confir-'::-r:i.on
^.l tr
shown be'low.
, ,*.*;,ru,,\r''

.irrr-r::

IAi\A

H T G I { B Y ; P A S SV S . L C i / B ' T P A S SE ] : C T ] I I ]
The irigh byp.ss eng;in'-", due tc, the
1ar6er mass of air be.ing pumped, hat3
a }o'rer nozzle e::i1: v,llocity
than tl-re

low bytrnss en15ine.

]br-i1fg!_!flgj:"
principle
result:s :-n .Icss Tinelic:
ener,gy ):eing vrac;tcgl_lo
- t - - - - - . atnosph.ere,

-;-.provra].ng
oef,rcr' |r:oprllslen_g$!"_Lencnrna Uetter f:ue:a*r-r*ry than ttr,r
r._---

.l.ow oyFlss

englne.

fn tire hig)r bypass frr:nt fan engine,,

the corer engine inl.et ten:perature ir;
increased due to tile tenperature rie;e
acrorrs l.an bo,cster stager;. The resultant tempe.l'at'are, a.s i-t ::eaches the
cocqbt$tor :ls ,:onsiderably higher than
woulci ber the ca.se i.n ei lov bypas.s
enging un(lL.r r:inil:lr
cu'rb:lent conditions;. llhe inllreasecl ctir lqmpgrature
of the higir b;yilr.ss en1;ine i.ncreases

A c o m b i r L e d t r r r b i n e - llan is rn,,;-:
c l o t . r n s t r e ' a mo f t h e p : a s g e : : l e r a i : . : : ' f ' t t . ] r
:.Two majc,r proh)-cr'nsa r i - s e w i t h : '
eonf igurat :Lon.

i -r--

'bladir:g
Firstl;r, the
<>f the t'-:::.::re
fan unit rnust be de,sir;ne'1to r::';e t.u::b i n e b l : . d e s e , c t i o n . s rf o r t h e h r : : s : i . e ? t :
and compressor blade sections icr the
cold stream. 'Ihis c'bvi.ously 1::ats t;o
bladin6 of hi;h ccsrt etnd, bec;r-::se i;he
entire t,lacie must t'e naC,e fron th:: tur.bine mater:lal, of high weight.
Th,e other i:roblem is t;hat of s;eali:between the t,.ro streans.
It is unlike).'y that the aft - fan
confi6uratj-on wilL be widely u-.e,i i.n
ttre f utrrre.,

,. ?ACE:2?_

6wer Plan

71 - BO

cxae'
fiffl
Tur bofan conf g ur a t iorts
;
1.

AFJ T.,i1IIIICIIIN

AFT FAN E N G i N E :

Fan ____*

i
.

{-

Turbine

\-

mL

Aft-fan configuration

F,\ll ijci,T :D TO C(.i:IRissoR AND DRIVnt AT T;{E S;\liE SrESD

DL*^ | C*p

L O N YP R C S S U R E
cosln
r9scrl

,l
'l_

F
LT F t l
J

:.

.f+tr^

TA}I INI.IT

?nGfc:23

\W

Ne,pat

P'owerFlant

EiAir:iines

qr,re,
,[J[

71 -'i3C]

Turbofa:n t:onfi g urat i ons

F,\ll DRI:i:i; ii

CCI:|'P.[SSOR
T[{F.OUC]ii?IDUCl'IOIIGIiARBOX
, ' A N- R E t ) U C - T | O f \Li O \ d - F t E D i J C T t O
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:'9'1#,-:'jYFE

cotulPREs;soF

<:l-:--J*=;:.=.;;Zt$:i',ri:;r.'
t-I=;=::=
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I
liii,/

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j.. ]===-I
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,,iA -[>Fil;t*

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. A N G L EO R I V ' EG I : A R B O X

Operatiorraldra,,vingc,f the TFllT3l- cnr:ine

DRI'/r--liDIiI--ClLla B'f TiIi TURBIIIE

c o N l EU S r t r l N

o ,o," ..r,j ,ro rr*r.r o^

,r .r ,o"jtutt' ?f,,r,..J,o*
r ,*,
I
rp.

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luol
,__-_-l l l . r l
'---.-]'-l--l-_-----+=-l
lll
(----i
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n{

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ib1sl

R0m( llr

c_"
pace: 24

Nepat
W
gArnrnes
llcefrr'l

rr

a'

cxae:
[J[
below Propulsive
In figure
f an, &.jet
ncy oi turbo-ProP
6irsPeedo
against
ptLttea

f f:c i encY

Pr o o u I s i r g - !

'(

PowerPlant
Power

P r- o-o=u- -l -s i v e

TotaI
Power
Ne t Forward

Input
thrus tx

Total

InPut

Power

Note
Aircraft

folIowing:

efficienqv
2.The propulsive
-d--g
IY s-bove
t
3-EO--* p h d ue to d i s !u rF-en-c-e---ot-th e
'a
a;Tl o w c.aJis-i-.-ri--by- --t-h e-h ig h'-bla d-e-eJ-Ie-r.
f :.-p-F e e A= o i|-$g--p-rop

2V1
V2+V1

JJp=
-z'

1+V2

3. Turbofan
comparative
velocities

in-

llote:
1 . Propuls ive
also caIled

efficieare

sPeeds beLow
1. At aircraft
turbo-jet
450 mph,the
approximately
e
t
h
at
is Iess efficient
enqine
turbo-prop.

-- Jvuls-I-J-bJ[L -Yu
Y2(&ae
/ ) (vi -v'' )

larger
deal with
engines
and lower jet
airflows
engine'
than the turbojet

Efficiencyr,. ___ J?;i.l:::rni;:"oi:51:!iSlulsive

Efficiencv

Froude

above
sPeeds increase
4.As flight
gains
e
n
g
i
n
e
t
u
r
b
o
j
e
t
t
h
e
Mach 1.0
m
o
r
e
b
e
c
o
m
e
s
a
n
d
in thrust
means of propulsion'
advantageous

is in no sense the over2.It

'
a1I powerPlan t efficiencY
3.i'ip is

the

71 -80

maximurn when VfVr

4 . N p i s z e r o w l r e n V 1= 0 ' t h e n
thrus t is maximum.
5 . Ve
qh
Vf
be

tha t althoumay con clude

than
V2must be greater
s
h
o
u
ld not
the difference
80
too great.

rn

.
.(l?..:,
-/

\o
6

j
( ; 1 r ! ' 1 >t ^ f

,I

| | h-t-,'/

{
.t
i

rl

360
-9

la 1'"t

l'',vPl{ n' ' 7'"

Cul'P"'k .i qo
.4ch-.,o( l'*,rDr""'t- o
l|2t-.-,t:,.( ?l*u
t20
,': t-c.)Li: !-tL +tF*&-{'

\r/{.
r

._

,'r

200
400
600
11251
[2sol
l3;sl
Airspeed,mph I km/h|

)h,rrl 4y;[;c

T<FC

Y-at

800

1000

tsool
t62sl
.
h.Ctf
/ AXH
Cno,ttn"}>i'-4"
Comparison of the propulsivicfficicrrcyof thc ttrrbojct, trrrbofrn (bypess),and ttrrboprop rvith ctrangirrgrirspccd.

cH^P:
ATA,' 71 ;8Ct
I , I O R K i IC
{ GY I ] L EO [ : A I ' I S T O NT N G
] N E , / T U R E O JFlS
E TI I{E
. . 1

; \

$.
.:.1,'-

fl

,/,/,
/tl

.\s

ti !:'t;;:ii*i

o
(:olrfRts9toX

co|rBUsTl{)N
tntarmllltnl

AIIT IIJTA (E

colltnetslon

cotr!usnoN
IUL

Co.ttnbu!

EXHAUST
\ /rt(c

trrcr

EXHALNTT
t6pol*r

trtd

?
&tl6az--nGas l-ttt-b
I tle
l , l o r ^ k i nC
g ycle

u,cEet

C.x^bovf;'r,
Thel w<>rking cyclr: o f the gas; tr:r:i: i::::
c r r ciJn r : i s s i m i . l a r : t - r . >L h a t o { : t n t :
f<;trr-ritrr)ke pistc:n 13ngin,. Howr:..,r:r, irr
'i'lre gi:s t:urbine
t h e g t r s t u r b i n . e < : n gi n e , c o m k l u st j - o n
e r r r g . i . n ri :s e s s e n t j - e . L I . 1
; r l r r . a t - .( l n g i n e u s i l r q . l i : : a s a w c , r k i . n g
o c c u r s t a t a c c r n s l : a n L ,p r e s s u r : e , v r h e r i : a s
f L i r i c i t - o ; r r , r v i - c l e t l r y r r s r - -. f o a c h i e r , , e
in tlre pi_ston engin,: it. ccctrrs trt a
<:orrsttrnt volume. Bol_h enginer c.r.(:les
[ l r i r ; , f l i o a i r p , a r : ; s i . r rJr -; ] r r e u q l rt ] r e
: : l t ( ) \ ' /l . l l ; r l - . i r t e , a c i r i t r s t _ u l r c ; r lt : l r r t r . _ ri =
C)ffjtrle l: t:, l{' [)r] ,tr'.:r'l,.r.tlt.,l: tlri:,,
t ; t i ' X n : ; l - l t . r L ' .l ' l r r t y e l r ) r . : i l : - . r c r r - k i t t e t j . C
i r r < l r r c l -oi n , c o r n p r e : s si _ o n, , , ^ o r n l ) ub st . c n
1 ' 1 1 , ' 1 - q r1. ,; f ' l - t e a i - r : i : , ; i r r c r 3 . - r s l t l . , 1 . < : ,
; r n c l e : < h a , r s t - .I n l : l t e p i s t c n e l n g i n e t r : l r i r b u
r : l r l ; t i r r t . l ri : : i r r r . r r . i l r ; c , ', l ' l t r . [ t r 0 T ; S r r r - r r, ., . n - hre turb i:rrz
5 ;I j s 6 i : ; i . n t , e r . r r i i t _ t e n" f T
j
1
1
r
.
:
r
,
.
1
a
S
r
.
t
l
,
l
:
,
.
l
i
t
.
;
l
,
r
l
1
r
)
n
o
i
n
e
in cclnttast,has
a ccnt"inLr
..rl
"r'rJ)'
, r l - t tL l ( , ) \ ' / { ' ( .l 1r \ ' , r , l . i i t i o r ' ' , , 1 ' l r , r . - r l -i .r 1 1 r - r - c 1 y ,
0us; combu.sti.on.
l ) , . 1 r ) r ' r ' . I ' i r r , tL c : r r r v r : r : .i . o r r l i , r c . k t . c l k i r r '
'the
',
and
con tin uous comb us tion
r . l i r ' r ' r r , ' t r l ) ' i t t t - l r r . .[ . ( ) ] ' r , rt . ) 1 .; t l t i < 1 ] r
a
b
!
'
e
n
c
e
o
r
:
e
c
i
p
r
o
c
a
t
i
n
g
t,.
Pa.rt:ss"'
1 . . ' l r , r .j l f
,t,
ir,,, r'l-tltr:<.
,' ''.

i:

eng+nte
qirre a smt:othen !unning
Encl enablr: more entsrgy to ,!.b.,..
for e given engilF,*,*ize.
released

Nepat

*funtnes

t
-

Power Planl
cxnr'[f[

o
c
lrj

s.+
c

'

.9,
,o

q
f

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Q)

a,

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6

.;

T!"J

!= EHu..lT: i

;iA;
ssig
iii.
8st

Eil

- b E .. I

(J

71 ;80

;1s*fii
r

pAAEzT6

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Q6
X*

E fl; E si'! t l''c

E i l: i^-3* 5; !-;

t,

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I

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a
t

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9c;:
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is

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pac* 2.2

PolverPlant
cxae,
[Jf\
F ress urr:, TemJe r:a t ure, \/alocity
-fg_lbi're
EIoine
c h an c e :in G.,:

Comores:jor_

Pressure :: Decre,3sEls
Tempereture : Der:rE:BSes
VeIoci ty:l Decre as:s

Note:
in

tho

r - ^ m n r o^ _ s : j o r

volr.rme

a5
of

;tLl:
,air

]-s

rerirrneq

lence

tlre

ection
This
city

is

dur: 1;o Losses due to fricticn

pr13ss;ure det:re ases s--ightl-v.

T ur b i n r : _ { J : q I

(A-tl)

PresEurr::
Increases
Te mpe ra ture : I n c:'e ase:j
Ve ]ocit,,r : Cons r;arrt

compresi:eci,

But
the

comp:tessor
grad uerlly

( : r c ts s :cecluced

aiso keeps; erxj.al ve'Loccnstant.

Ncte:
T l ' er t u r b : i . n e h a s t w 6 c o m p o n E r nr e :
(sLat;or)
I'Jozzle guide'vances
Turbine blade:s tiRctor)
(C-D') ,velor:ity
In the s'tator
i n c r e a s e s a t t h e r : o st o f p r e s s u : e
(D,-D) v'eloc.it5',
In the rotcr
pressure
& tempe rittLr re dec:;ease.
!c zzle

_Comb us trl r_l !.; C lFressur13: Decreases

Ternperature:
Increases
Velocit,/:
Cons::arit

(ll-EL

P r e s s u r e i E e' c r e a s e s
Temperature : Decreaseg
Velocity:
Increases.

Note:
C o m bu s t i o n
takes placr: at
constant
pressrlre
in tht:
t h e r :r e t i c a l I 5 r .
c o m bu s t , : r

cD,

/./,.,1

7t -'t]Cr

I-i-,

/,

E#d Nepat
-ate'F

,.

PowerPlant

WAirlines

nnct' 28

CHAP:
ATA 71 - B0

[irgine Stat 1onDeslgrra

t lons
'l

r. f ac i l.i t.'rte spcc.i-f ic re f e rt,.rrce to tlrt:

\ : , 1i : L L ) r - l ss e c t i o n o f a g a s t u r l . ) i n e e r r g i n e ,
t t l t t t t o l i . c a l : - ; L a ti o n d e s i c t r r ; r tj o r - t s a r e u s e r l .
'.!'lt,-:
a:;s iglrnrent o f- trrrntltr:t-s f rtl. Low a con\ ' , ' l r t i ( ) n , - t l J r r - . r < : tc: o
i .

Pl

rl

Starting ahead of the engine, ambient

or out-sir.lcair is designated by ',0",
followed l:y " 1', for engine duct inlet
()r, in case of a forward fan, fan
inlet
r:t-c. Bccause of the more complex
arrangemenL, the lower figure shows
l ' l t r ' : ; t . . rl .j , : r n d r : s i g n a t , i o n S o f a f o r w a r r j
{ ' a r r e t r gi t t e P1

?5

Pa

Tr

r5

fj

,l
17

lj--T--I,l

il'

-lirinm

rJ_

{
\

Po To AFINFNT

Pr ll

T ( r n g t N N f R y

Pr lt

lt.rLt

P5 r'

Ht6H Pi!5uRE 'UREINE txn

F2

L O \ r /P R t s s u R
Pr Ts
c o f { P R t s s o Rg t L r v e r v
Pf ft
l{rcH fRtssuRt
c o f l P R E S S OOBt U V E t Y l a T 8

r) Tl

LOw PRESSUR
TUiBINE Exrl
txHAUtT
PnoPELLtNc t{ozzL!

?
1

Arrrhrcrrt

I ' r r l r r r cl r r l c l
I r r r l ' l ! ( l t \ p . r \ \ ) 5 t r c r r r rl r r l r r

-' i
lC
l.J

[ : r f l l l r r h ( l ] , r o { r c r ). s t r c r n r l n l c t
Fan Drschlgc

2..1 Bo,rstcr Disclrarge

lf) Bo'rter Dischargc Blced Port Exir
? . 5 1 ' [ ] v p r s r . S r r c a l nM i x r n g p l : n e
2.5 Byp:ss [)ucr lnlcr (Alrcr Miringf
I 3
1.9

B1'p::: Duct ,cr Nozzlc Thro:r

Bypasr [)uct Jct Nozzle Exir (Cunrplctc Exparr:ion)

2 C l l l C o r n p r c s v rl n
r let
I l l ' C r r r r r p r c s r[r)ri v : l r e r g e
_l.(.r l l l ' l r r r b r r r cl s t S r a g eN o r r l e l n l c r ( ! V / 0 C o o l i n gF l o w )
4 ll[' furbrne Roror Inlcr (W/ Coolint Flow)
l l P T u r b r n cD i s c h a r g e
(WlO Coolint Flow)
5 . 1 l l P T u r b r n eD i s c h : r g e( W C o o l i n 3F l o w )
5 . 4 l f T u r t r r n et n l e r ( W / C o o l i n gF l o w )
5 . 5 l-P Turbrne Dirchergc(WO Cooling Flow)
5 . 6 I.P Turbine Dircharge(W Cooling Flow)
8 f , i n r : ' y J c r ) , l o r z l eT l r r o r t
9 l ' n n r a r y J c r N o r z l e E r , i t ( C o m p l e r cE x p r n s i o n )

\ts/ Nepal

Flower Frlant

flniriines

c'rAP:
ATA 71 - 8iO

-I-URBOFAII
JT3D-38
P { t E S S U RlEi l .l D
S Tti'lPEltATUttES
I NTEII\AL

L_=_-

J?

!f
I

II

.t

sTAIlOl"l

P , ( P S r )A

ld

T, (OF)

59

2.5
26
1700.

t90
I 600"

63
3600

r , - -- 1 u, a- ,r ^n
lrr,

vrt : : 9 t 7 0
F T/ 5 E C

t,T,/sEc

J T g DT U R B O F A N
PLI I E S S U RATN
S DT I I ' l P E R A I U R I S
II]TEFINA

II

I
51,/\IION
lj

,lf5lA|

T, r,'ft

2-5

11.,
t9'

22.6
t30'

:r2.I

G1
I l0'

1
il6
880'

7
20.9
050'

enGE:JO

"W NePal

t-

PowerPlant

Airlines

71 - 80

cgne'[J[
C O M B U S T I Ot H
nf,t8tR
tNLtT
COMPRTSSOR
TUNBIHTINLTT
A

EXHA
UST OUTLTT'

P O W EIRU R B I I {IH L I T

II
l.-

t xilAtrsT

c 0 f , i P n f s s I0HnL t I

-6)

r:-ii:::_j_::;_f;{
,r!:t
._j:::

i;\/.J,
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;'ir,r'#.=*

z.h ,f l,ii'=='.,;'ir
!,--,-,'
llr''-:-.r.'f

_____-_______.

' I

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,"-

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I ^\
l/

f-

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a'

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f

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,f ;;==-'l I"luI i '\.11(
fr*
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t)'
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i,l
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t x u A UosuTc i
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T0 E X H A U
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Rs E
cA
T OP O W TTRU R B I Nsl{AFT
E
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re

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G A SC TN T R i 1 I O
CR
ASE
T 0C O M PERS S ( ]IRN L E C
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I N LE TC A S E
I O I LT A N K J
I O A C C ES(]RY
S GTARBOX
OIAPHRAGM

T ( ]P O I Y ETR
URBIN
EE
VA
NH O U S I N G

E N G I N ES T A T I O N SA N D F L A N G E S

wl(,E:31

lPourerPliant

pfffl 71 - BO
cunr,,

-/-,
EifgLEEIlDtrllE'Sr^-';:ir
A l t h o u g l r r h : i r r l c rd u c t i s n r : r d cb v r l r cr i r c r : : r fn( r r r r ,L,rfr...lt! ,r ,L' i^l(. r , .( 'J1U, r,l.i il -g- {l ll l;g^lll t , [ ) C f

f,tlOn,

Arrothcr pril!l-y_r.rsli_r-.dricl musr do <Ju-nr3 Hiqh:

o l ) c r a t . o nr s t o c o n v c r t r l r , _k.i l c r i c c n ( , r g v o r - : - . . . ; ^ : . 1 t . .
nr ()v I I I !i i nlcl*r ris ci_r':r
rrr i rrro rl rr.nl p lglu rS_:S!jUj-$i c
'**trr:d

i c [ l r . ' c o r r r cv sc r y i r r r p o r t r n tt o t l r c r : v c r r l l i c t c r r t i n c
p c r l i r r r r r s r c r n d r v i l l g l r c : rl yr i : r { l r r r _ . rj rccr cc r r g i r r cr l r i r r s r j!,gf.*l.6.ffiffiilr
-l*
rh,,,:,"
o u t p r . l rT
. l r c f - : r s t ct rl r c : r i r p l l r r , g_ c. , c s ,r h c r r r o r cc r i t i c ; r l v c ' ; o c i t yi s s l o r v l v a r r c ls r r r o o r h l v d c l c r c";t1,.:
; s i n q ,, r . i r i l c : l - . c
r h c ' d r r c r ,d : ' s i q n b , : c o r r r c s .
r ; i : n p r c s s l r r ci s s l c > r v l , , . a n sdr n o o r h l v r : s i n g i
r r g j r . r!l ! ' ! . ! . l l b c ! 1 ! g l r
( ) l l t V l [ i l l c l n l ( . t ( 1 u c t i u [ ] l ) .l tE
c s t l r c c r r r l i r r c r v i t l t t l r -c r r : _
[ r i l c t d r r , : t s: l r c r . : 1 r c (ilr r r r v , : \ \ , , 1 ] , sr: i : c j u , : : p . . r a . . , . .
_
c l t r c l c ! r c yr l ( r o a l r c i ( l r c r : r n r r c . c o v c r vp c l i r r t . - f j r c c u c :
-. 1r il r t ' r fl rr t l . r - r r ;r. .til r c I i i c h ( . sr p 6 s si [ r lc : ] i . r r . ,r . l . ' '
T l r e ' - i r r l cd
t r r c r r r r r r s ro P " r . i " f r o r r r s r ; r t i r g: r r : t r r r r r. ti r ,
l ) r ( : s s u r cc l f i c i r : r r c l r a t i o i : , d c f i r r c Ca s r : r c J b r , : : . , , c , i : i t c
u p r o h i g h a i r c r a [ : l v l : r c h n r - r n r b c r sr v i c l r ; r *l r i , , h . i , , , - t g g c t t c ' c o n \ ' ( ' r r q h c k i I c r i :
ot. d,,.,rjii? c[lr-acricf\
. i t l . i . n c r l i r a l l : r l r : i r t r c i c:sr,t r i r u d c r ,. , . , J 'n i - i , , t ' ; r J ; i ;
i r ' I1 r ,i.' ' 1 , . ^. f , 1 , , , . 1 , . . .
n,Fglia-ill
l+' IL lLll!! u I I I I c o tr ct i tllr,s t:LqqiS:+il!
c
T o c o n r p o r : . n dr l r c p r o b l c r r r ,t 1 . ,i"r . , r o t i , , r, , I
n ) 1 , - 'ot f t h c c o r r r p r r _ ' s s owr : c l l o u t a l o s s l n r o t a l - : l c i s , - i . .
l r r r c q r . r i i c cbll l t u r b l j c t c r r u i r r ci s : r l , p r , r s i r r r e r c l r0. .
t i r r r c so r n r o r c r h a r rr h l t o I a p i s t o n c n g i r r co r i c o , r , p , , _
rrblcsizc.
p r c s s u r cr i s c . i s: r c c o r n p l i s l r , :rdv i t h s m a l l l c s s c s _T ] s : : . : . , r .
I r r l c td u c : s s l r o r r l lb c a s s r r r i g h ra n c ls r r r o o t ha s . p o s , _ r c c o v c r ) , _ p c i r ri st r h a r
e i r c r r [ r s p c , c dr r cr v h i c : : : h c r r : ; : r
n r c s s t I r r . r i r r.F-1I,,
. i.,'.',,
^-Z::i::::l-l::-:--i u - . : r . r c lirr \ \ , : . r vr h ; r i ' t h c ifalst|rlA
{ l i c , : r r : < si h o u l c l ! 5 q i c ; s i g r u d
r^ II,. ^ . It .Fn
dm or.r,ur?,-Iisc:i cr
t y 1 1 1 i . r r 1l . r r t i
",
l
,
r
v
c
'
r
o
t
s
t
i
l
l
.
r
l
c
r
r
c
l
,
r
i
r
[ r , i r r qn o : t
1irl.r
uch:k-su''rprrir"Gf
a,j=-tl.Itrt o i h c ' s L l r i : r c c )L r , ch c l d r r > : r n r i r i n r r r n r .T h . : l i . l r g t l r , ::ll.+lP$,-'";rJ
s h l p c , : r : r d p l l , : c n r r . n ro i i h c C i i c r i s d i r c r n r i r r c d
str}sorr-ig_glr
cr ','.,iIIjravc
ro r
a Iorv rarnr;;"r:.;,i-ro-idi..r:
'-I-----.-'
q r c i l cc x r c r t b v t h c l o c a t i o ' o f r . h ct : ' g i , c
1 6 { ) rrrph
r r . ' . 1 . f r Q krn/h').
i , t h r :a i r c r a [ : . _.i_Q.Q
[28 t . . . - / 1 . ' \
N o r o n l y n r r : s t r l : c C u c t b c l a r g ; c - c ; r o u g tho s t r p p l v
,
t h c p r o p c r -r i r f l o r r ' . b t r - :i t r r r u - sbt .i s l r . l r c j ' c o r r c c t l l , ' 1 6
.lcl!r !! q!ri._1ir-,:o_-rlrc
t'rrrrr!*!,t_t.!1.:
._orirtr:srt',r,w:ir:ir-rrr
I. Srrbsrrrrie,.ltrc.t;
cv cn,f rcssrrrc rlisrri brr!i!rrr.l)rrcr :ri1
i J . S , r P t ' r s o r r ti l, r. r' c t s
g;
.;r1r{-yrllql
11i15511,ic
i t r ' , i i s t r i [ . r r r i , r. n
, t i l r c i 1 . ] y 1, r11r l : cc . r : l r r r I r . g 5i ls] r; l. y) rr c s u , r
i r r c o l n p r c i s s so r a l L

;;;;;;;*

;!;:i1",::
li.ri

id.'11,
Iil','-1,fr *:]!-l];.:
:+tr JyG+.r"ur,'

4,, rrroc,rr

d?(r.rt,^1

( a ) N o r r r r : r l; r r r c(i l l ) r l i s t r r r t r . ,f .l o
l r i t l r r o r r , ; l r . r ri r r l e tt | r t t . l ) i s t r r r t c r lf i < l w
i s t l r c r r ' s r r l t r l -r r r r r r s r rl:lri lq l r r . r t r i r r r t l rosr i t . c t r r r i , l r r pr: i r r p r o [ r l r ' n t i s r ' s p , - c i r l l v
critit::rlr,,'ith:;lrrrrrtlur.'ts.

Single [ntrance ltuct

i :revcrtheles:;,

to avoid

air

dist:or:__c)n .rt

l.-a--:--:' l ' l t r . : : i r r c , i l c . r : r r L r : a n : - - < t, ' y 1 : , r :r r f

,;,'
l - i r c c l r _ r < : ti- r ; i llrc in.Let: wTrr:h--trhd-a.i_r-(:TAfE-rs TT:lri
t l l e n t c s t c o n l n l o n a : r d L h c s j - n t r : I c s t . . I t c . t r r I 'Low spe(:c and s teeli anifle s of c:I i::;: .
-r-o
T :mFFT;A--F
;;;:=-F
. - t . L s o b e t h e m o : ; t e f f e c t i v e i I t h e r J u r .t :
.t---i F---;
='os{
r i c c ' a u s e t . l t e _ t n I e t _d L r c t i s b u i , < j r j : . : . r : r , _ l y
i r r l . r - : [ -i s l o c : a t - t : c ] l i r : c c t L y
a l r r - ' a c lr > t t i r r : r
-a*s-uf>sq:=:c:
e;rgine such a position
i"n the di-EGarfShzre-rcf
thert it scoogrs;
(lrr tuser.
u n d i s t u r - b e d a i r : f r o r n t h e i :r o r r t c f l - - l r r , r
Tire .area c)f t:he duci
,
in,:::=rast:s
a i . r p l ; r n r : . 1 ' l r t : . r 1 1 1 , g I ec n L . r i u l c ( l d u c t : j : ;
I)81!9Enc-_i-y*-rTb6-a_!l)InE--nc-ar-r==f
' -q---=' --

sl-anclard

nruLt-icngj.nc,

cj-.rr

<>f the duct

to t_he eng:-ne inlet..
Il::lfu:;ior:
aircraft.
Surch du,:ts are r-elirtively
decr:ealjing
s;trort occJrs,
t.he ve Locitl,
ancl j-.n_
w l t i c h r d s u l t . s j - n , r m i n i m u n r p : : e s s u r e I o s : ; . t==l9-ther
pressrrre
s--atic
of' tire .-inS l r o r t . d u c t s h a r r e t o b e c a r e f r : L l v d e s i . q n r : c l(:orn.Lng ;t i r : US L be t"o re i t reSgfuqr_lie
ferr al-l

subsoni.c

coml)ressor

C)r tatr

face.

,.)
Q,a

w
w

' Nepal
'Airlines

eace: J2

PowerPlant

71 - BO

cgne,
[f[

Illow-Irr Iloors/SecorrrJary
Al r
Inlaf
TIIJ,UL

f)nnrn
UUTJI J

The single
entrance duct.s for some
engines, particularly
modern, high bypass ratio
turbofans,
are often provided
with blow-in doors. The oerimeter nF t-).n

inlet
F=-:-

oerlver
=
--+

ducts n.r u ,,ffi

more air

of

the face of

the

rowairspeed,,ffi'

caKeott.The ports
'hlfrCA;-pring-loaded a r e e q u i p p e d w i t h
covers, or doors.
o
p
e
n
'
a
u
t
.
o
m
a
ticaIJ.yat_ lorv air_
Bg_9gor.
srySgl9 permit more air to enter the
,a-_-=:-.-

+nsiae of
creasesr rd.rnair
.doors, .;d;"ing
flight
operating

StCOf.JDAXY AIR

pressure closes
t.he ducr to irs
configuration.

A^vLal ? t.t t^-rl" 1

lhe
normal,

'h,,l't
f

nilaT

I
ENGIIIE

INGI

Btz-?

PeCr.:3i

Ne,pal

\#

=lAinines

Fower Plant

cxoe,
[J[

71 -i3C)

[ 1 aoj r E n gI t t e S e ' : t : . o t l sI
r-INTERMEDIATECASE

ar ucrFtr NDucr s

zAs^'\.:'..

,-,i.-l

r't i\\ "n

1' A'\'t
\t

f'rrni\\1t'l;'.' JS);i\i
\\:9,1,;
LU\t.\i
\'$$$l
"\\
\s-l

\$K$ijil
,.rn'
'u

\\
\\:
A\':
,1
\\

HIGH.PRES;L'FiE:
COI\IPFES,SO!1

<,1

1.il
Irtt
t\',\ U

RY
I\CCFST;O
GEARBO]{

t\ \)/

t\

L>

:ssJuljl cJ,$E_
c-"*"

&'rctf' l'* ',i{

at

r'*1u'

D I F F U S E I laorr\

*<

atr^-!

i,

?**

L O h ' . P F I E S S UEI ]
T'URBINJE
HIGH.PRESSTJRE:
TUNBINE

FAN ]'UBBII'JE

EXIJAUSC
T ASE

Nepat

PowerPlant

Earnrnes

qrne,[fA

71 - 80

Alr Irtlet CaseI

' l ' l r t . a i , r i r r - l - r : ts- e c L i o r t ( i . f p r c : ; r : r r L )
cc.rlrsisL:;of a weldcd steel rirrg th.rL i:;
provided with a number of struts
positioned wit.hin Lhe ring l-ike the
sp<;kes of a wheel. Tlte struts have an
airfoi. l cross sectioffi
i.nl.et quitle

vanes.

Tlrev se!ve

to

the air from the air inlet

duct
p
a
r
t
forr.'ard
of the compressor.
cnni

npq

p
qnoai:
e v t / ! v 4 q 4 4 l

I I rr

l-ho

I ,ararpr

A I R I N L E TC A S E

dir:cct:

into ttre
On rrrost
nneq

fL r lr rL o

will be
ide vanes are hollow.ft
shoi"n in thE
ect ion
that. the DurDose of this feature
is Lo
dnabfE hotir,
taken from inside the
r\rr,rirrrr

t-n lra

ffi.-^t-a,
s . . v

ci rculaLcd,

Y e - v

wltctt

noer'.:,i.'rrv

;";;;";;.";;;''

formation of ice on the surface of the

varles. One of t.he lcwer vanes is
cker than the others to
accornnrodatesmall t.ubes that carrv
t t G

Iubricat_i_nq oil

to

l r t . ri r t l l c a r i n r r

t.he

o F

and from
eltq ine

the

front

fl,
i

Inlet guir.!e vanes are not alway:;

l r c c i c s s a l r y. ' l ' l r c r r r c r r l r - . IrrnL 1 S I r l t ' 1 1 t , t : : : ; I
fans do not ha,,zeinYet a r r i d o \ r a n . ) c .

rtrl/t'l'Fr
^,,L)

uide vanes are not required for rr,.rodynamic purposcs. 'I'herr eliminaL i on

fe^+
?tob

qr)r\roc

tg_vn

onoine

inlal-

rr as .u] ,u, sa nr j

both

i
.n .n _
- se

engine

v r r :i g l r t :

anri

ex;e;i,->

FrcrurerF!lant,
cr'an'
ff-l'[
fv -r /rrl lirll l- l - rl| . O
earll-C
\,JU\/t

'l

tl''r-l'

Thr:;r: rr.e

Lw'3

1? -\ ,' F
. ^Uo5c

n
I
U F

''z't

fL' .^O- .m l - r I .
t:-

at

; l.- '. ^ ii...

e:<it. the

f.Ior,r is

qc-rq.

1. Cenr:r.if uqal
2.,\rral

7'1- X)

radiarl.

I n A ; < i a Ir f l o w c c im p r e s s n r ,
at
and ilt exit
tlrc flow i.:; ;rxial_
a l o n 1 1.

,'t -l o tv

f-low

in cen';rifuE,:1
florv compressor,
a t , e n t r - y t h e f - L o r n 'i s , : x j . a l b u t

o-

-l
-LL

-'
l

r I i I F UG A L C r J t . l ptRS S 0 R
C Fi-r T

C 0 , 1 5f R L T CI T
0i'{

A XI A L F L C l ^Cl O I 4 P R T S S O R

The t:entrifLrgi:1
of
an ip'lPiLLtR

compre:jsc,r
ccnsi
ernci a lJlFFU5tR.

Tir= :i.mpe-ll-er :i.s the ro.bat;inE urit

while
t,he {-f.F.lU:er anC meniJof:-_
ylf-*=*i r e sta-ticr nery,
I l ' ,31E r _ L [ R
Thre :lmpe-l1er consists

r:f

ci:3c with
irrtr:cr.al
Sfr;iirrhi
vanes;.
r_nu o,=_J=;;"-;;:;;;;"
. a-;--:--

a fo::er:
r=ir=-l
e,-r.r :i=i.i

lTh: \/anes in ,;1-1g-;"n+-re cf th:

iii.:e I1rr are cur:ved'-rn the di;;;;r,-,
3
r t T r. Lr r, L) 6t e
L rt_l u
onn
tLot i eeaaSsee ft ,hn rE:? tf llOoWw :rii
i; :=
j :: :
< ; - - - - - - - .

...--

1 r { t n r ti rh- c
ax.ia-- tr: t}rr: ::aCial::.rt,::
-_rtir:rr.
T l r e { : u r : v e c j s e r 3l . - i . s n s f l c r
D11
1L n t e r l r i i l
witir
tfre recii,a-l- v.,i.L:-""

C E i ' ] TTPI.JI G A L
COiIPRESSOR
peli^y

5\'.*e.

it

$.'rr):L,"

ii .t

,i
f-

],O AURNER

r \ i r r rL L r n

-/-

't,

Q^,, K(.

orrruqrn

c Gf

,n f 55on

MA'ttFoLo

Nepal

\#

Fower FEant

ffi8Airlines
ENI'ltYI i"lPtl-l

u 0 u t i L t I N T l { YJ l ' 1 1 ' I i - l . t - t (

are of two t-vpes: SiNGLi

InoeIlers
D
0UtsLE LNTRY.The doubl-e
a
n
d
i.liTRY
-uI!
d-Ie--thq--s_ege
Iler
irnp
e
cllJan
3 f - l trV
-+-a-,
a 6meli-e:
wi-'ii
a--..--inDun
o-T-E'irf iow
-

e v r : -

d@tG-eniry,jmPeI

cr

off-se
Ti:is acivantace
is partially
in
invoLved
by the complicaiicns
inr l = 1 i r r er i n n e i :
from i,he enoine
f ace of the'
duc'. to the rear
i=t
s

-:_:-:--:--

1-nc

!L:

'---

--.+.^=_._r_-

._

;on

:il7u-clR
T h e i j "f f u s e i
i^+-^--

IaaUUlirdr

or
casino
assarnbly.

^6-+

L/E.j-U

assenrbly may be an
^F

Ul

fUhl ol E

geperateiy

--mnrpcqn:

LUlllH!LrJU!

at'-ached

The ciiffuser
of a nu$consists
l
a
r
ctential
f
o
r
m
e
C
v
a
n
e
s
ber of
T
h
e
v
ane passai
m
o
e
l
l
e
r
.
t,c the
t
j
.
d
v
e
rgen .
ogs a:e

D O U B L E E N T R Y I I . I P E I L T RA I R F L O W
I

PltNUn

cH^H8tr

1,11621)','

\gEz Nepal

El$rAirl;ines

Fow,erPlant

'r,,n,'l\TA 7t1- B0

UPE.RATION

Tire impel-l,e:r ,'" rotateci

et higlh
spcei
b5, thr: l.urbirre ar:d ai:: j.s
continrr ousl'/:-nduced
into
the
centie
of tl-tu impeLler.
ContrifucaL
action
causes the
aif
to flow
radially
outwards
aLong the v,3ners to the impeller
tip,
As the air
flovrs from t.he eye
to the tip
r:f fhe impel.ler
itsi
vclocity
due to ceninr:reoses
trifuqer l action.

C E NRl IF U G I TCLO I 'R

l TSSOR

Since the pass age be tween any txcr

t;he sta:i-c
vanes js divergent,
pressure
r:f air
al:;c inc=eaees.
The a,ir, En leavin,3 the j.mc=11=:r,,
passes in'to the diFfuse=.
!n the:
Ci'.re!gent passages o1: t.he ci:ffusi::
is
thr: Cynamic pressu.ce of the
air
c o n v e rr t e d
intc, st:tic
F ,r e s s u r e .
No.cmally,
gnr:d that

i i,r. o
ha.lf

c o m Fr e s s B ^ r u a = e s e d e , s : L tl're !r=ssu:t:
about half

"s11rs
the

in

jn-.t,GE'Eff;l=;adi.ff11ser"

k"W Nepal
ffiryAirlines

il'o'tz

PowerPlant

: A lR
cot'tPRESsoR
cEI{TRIFUGAL

'rap,ATA 71 - B0

AND AIR LEAKAGE

CLEARANCE

fdi

To maint.ain the ef f iciency of the compressor, iE j.s necessary to prevent

excessive air leakage between the inrrt

perler
..

and

ll

cas j'nrl ;

the

tir j s

i5

3 r ' : l ti r ; " r ; ' 1 1

TIP CLEARANCE
I]IJAL STAGE COI4PRESSOR

T?
D U A LS T A G IC O I ' i ) P . E S S O R

MulListage
consisL of
pre!;sors

compressors
centrifugal
two , or marJ2, single com-

mottltt'-erl

'I'lrr: ai r,
s r l r , rf l - - .
f-ts

point

o[

i-lt

f.;rclnttt otl

conrfrressetl

bv

Lhr:

the

s'tme

f j'rsi--

ent

stage, if Lhere is orle. In compressors

dif f iculty
q---ql.C-lyPg,
tire grcatest
is encoulrtered in t.ur:ning the air as it
is passecJ front t'tl. l;tagc to the next'

r*Gr.-:1')

FlowelrFllaml:
crrne'
[Jl,

-,7-l-'
{3C

2r

:,1:xr,?:,,,."
"(&47,f\
\
-=$!n

^,*',orj"',"*

a\J,k\F;rurL.rcAs:rrc
\, <=+-==1a)o:71r)
P:AF'"

_--,'i;1
\l!4!_*/!=+!{?l

":K?4Y-#NR(^E=r
\"*:i;:

&Fie'42[:\SRW
-*W5'L=\IN$F*'Z_
\ E4ti--:-I<t'll

t/

,i

\
'l

t\/
5$##y;a?a9L
Yt?a-A=,
i,t^.^,cr,,j,z,
L:).!,,,,,i*t
#g-EErypN
4 .\$Se{\Jfrfl\l <'
'

I
.,,,*,f-\=-)wr+fsr'u'r
$:6u,cEvA,E
"'iq'-

tt^..,Ft$32-\J
K*u,11't'.,
){o',

A typicalcentrifugalflow compressc,r

Nepat

; $i/

z f,Arntnes

pnce/rO

PowerPlant
cxne,
[J,{

COI'IPRESSOR

"/

ROTOR

STATOR

Axlal FlorvConrpressor
STATOR

Construction
The axiaL
up r:{
\1/

tf1

u:lries
callec

flow

meice

)g-sfsJ ionnerf;
er

t_e+_i_!lrilL,1s
Z
c a . l - - l - r : d5 f n T
- -v a n e s .
..h
_ .+.,s:

The entire
of a series
anC statcr
rItP

is

cf rotatinq
- . , .a, iJr -f 'o" i l s
R0TCti blacres

t-

fblL a c i " =

compressor

na:jsaoe

compressJr
is made up
of aLternatino
rotor
stages._
I

a*"

4\i'filtl W
Y '\:'.J
ROTORx(
-},},*{,,$j
i'.,ir,/ ,t 1,'h

lIN$

The detaiLs
o : ths ccns truction
of
rotor
a n C s t. a t o r
witl
b
e
d
i
s
c
u
s
s
e
C
later.

SIATOR

l->'t

71 - BO

p;ice:4I

lrower'l]lant
CPIR,\T10N
Tlre:ictor
f.r,

ilre

sn

that

i.nduced

cont:i.nuouslv
--mn

art hi3h

is: turnecl
tu r sr r rh u; n- e- r t ' : L

aif

into

speeC
iS

t l ' re

aFqqrrr

As tlre

1 ' l c w s ---titrcuqlr

air

(- tl"e_ _ : :b- t : t w
- ' . t' -:' e n
-

l:o
" +" ^
"

F l:roc

_-":'_:::'

cftr,, and i?ressure

,. ---:--'a-----

:Tr tlte
ses
at

;ts;

increasr:.

st,ata) r vane.cj pressurEr

the
cost
of ve-l-ocit'",o

Thtis the
-'ncrr.asos

static
in

- * ' , ' | ,r

n rt m n

"J_:

ther passa-

e q q n

prrrssure
st.3ge
"vcry

r:f
rrf

vel-O-

ii1ii1
11i1ii

\thi1e
l-ncre

air
tlre

lllill

As prsssure
of eir
elso

Ihe ,axial ve.lcrcitr

o i ' t ht h e a : i r i s
--_
k<eeoott c o n s t a n tr t a t t l r e ir nn l-eLte t a n C t h e
i l i r ' i ' - r n r p ; r r - ! - rE T e r c o f - - t h e c c m p r e

ilil11i,+t'i"'.-

5 !^ r/-

ffIit^fi-,r__,.

[:uw--

C<-r

The :;t:.tor
r/anes a..Is!) correct
tite
r i e f I , - . c t i o n --- r t i v e n t r : t h e a i r b v t h e
r o + - o r b l a d e : ; e r n d n ' r e s ;p n t t - i C e L l : _
anole to the--rr-::xt
at. tlrc cnrrerJ:
-

"

, ,

steo.

. -

* u

nf

Ll Jd

ro[nr

hl:r1es--

l ;'t

Acror:s each sl;a-oe the ratio

o{' the
i:ti'I
pressrJres of'the
ai
outgrrinc
anJ the inlr:t
i s o t - irt e
air
$ ' m e1l 1 ,
about 1:1 tr:122.
This is Ccnr: 1,o ?ejuc:e aerot3ynan:ic
l-oss,rrs anL,'to previ:nt
f'lorv:teF) erat i on .

ili]l'

,!,1,1
IIi

ir,creas?s;,
tenper;,ture
in evrry sta
ircreel:esi

a Y',

' !

'.-{:

,'L'

,5

-,

f'/i.t

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c'rr,.n,
[Tf\.Z1 -- l3C)
C O I ' l I T J S l I O NC A S I :
I l O U I I T I N ( 3F L , \ N G E

,/
-,-- \ - -

\
rr.{rr

/-\

,l55l

n7ll

1,:l*--1'r
\'r___l

lJ

1')i,
lf

'/-'t\/./t

-tz i ' \ - * _ _ l I

frE/
t{

L.f

)na\.-

'u,

)i,,,:

F;iOH;t_:.31N::

.\:

t\

'l',

J r i c :l I r i p l t ' - r p , r , rLl ' o n r J ) r c \ \ r r r

A s i n g l e - s E , o o l . c ( ) m p r e s s o r c < > n s _ i s t : ;o f
one rotor
a B s r n l b - L y , r n ds t a t _ c ) r s w i i : h a s
m a n ) ' s t a J e s a s - _ D O C e : t S a r tyo a c i r i e , r e
it
t n e_ de=si rec pr e s,;u;li ?,m";;*l.-u
-_r-ill.
arr:f Icw--fiOm-'EFe inr=k3 ;;-Es
Ltrr:ou,Jh
:.:, c l l e c S m p r e s s o r .
'llre
u r - r I t i _ - s p o o l c : o l n r ) r e : s s o rc o n s ; i s t : s r : f
trvo otr m()re rotor a:;sernblies, racll
driven blr tlreir crwn tu_:bine aC an
optlmum s;peed to achierre lriglier pres:jure
t - a C i o r ; a n d , 3 1 v e g r r _ . e , t e to: t - ; c r l r t i r r t l
Flpvi

lri'l

i rr'

n Fan ma1' bi: f i-tted to- th.: f ronc of

er
single: or: trqin.-spooJ- comol:essor and,
on
these ty;:,es o f e n g i n e , t l r c : f ; r n i s d r j . v e n
:r:
l ; 1 - a t . t h e r s a m e s p r : e d a s t h c c o n r l ) r es s o
r t:o
| ,.^-: r ' ' l t i c l r
i t i s f i1:t:t--,1
| :..,.
On eng ines o f 1 : l i e t r j , p l e - s ; p o o I t . y p e ,
l;,-...,
-J@i::::

the f an is, i;r f act, t.he Iow p,y.s1;s,*-,.

connpressor anrl is criven by it.s c:.t.urbine seg>arately from 1:he in.te::-.
melj-ate pressLlre compr:es:;or ar.d L:.:
Irigir presslire coilpress;or,
1 ' h , - -I a r g e r : o t o r ( f a n ) b l a d e s a n , l s : a 1 - , : :
b l , l d e s a r e d e r ; i g n e d t c , h a n d l e a i : e:
Ia.rger massi a-:-rflow ti:.an thr: or,re:- coi:pr'lss,f r ste ge:;. .A Iarg e
!)rol)cr: ic)n c::
ai-:, from the ouLer part of the fa:i ;i;-.:
k l r r > w r ia s t l : e " c o I d " s t r e ; i m , b 1 , p , r s ; . . . l " t c
other compres:;orr5 and is ducted to
atrnosj)here thr:ou<;h the cold strr:ern
no;tzLe. The snral.Ler airf ]ow, fr<>m -_.re:
rnrler
lllr.rtrl

part

of

the

fan

anil

klto.;n

a.s .iire

-F,-^^uL)L :;
L.ream r pd:ise s thrc,ugit Lhe: cc:n_press()rs wherr iL is furt.he.r ccropre:;s;ej
bcl.or<: p,assincr inLo the c,omllust:icn

mGE: Itit

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&ffiAirlines

PowerPlant

cHne:
fiffl

71 - BO

CLrJ'.iSTiIUCTICN

D i i U i . l - T Y PREO T O R

Tl.e construction
of
ssol
ceni.res arounci
=c.omh'l

',

=nri

D I S C . T Y PREO T O R

the
ihe

comprerotor

CeSingS.

The rotor
is s.tPPorted in
slraft
It. is
bearings.
b.:-Ll and rolfer
c c u ' - :f e d t n t h e t u r b i n e s h a f t i n
allol^rs for any
e nanner thet
sj-ight
variation
of alionment.
of
The Casinq osirmbIy Consists
Casings,
a nunbcr of cylindricaL
som. cf which are in twc halves
t c f a c i - l - it a t e e n g i n e a s s e m b I y
and in spe:tion
; these are bolto comPIeteIY
tec toqether
hc us e the ro to ro
RJTUfI5
The rotor
assemt lv mav L'e of
DRUIi 0r D i5C tvce" .on!truction.
The drum
a one or
to wi,ich
h

l :rr

o c

Consists
of
type roter
foroj-nq on
two-piece
the rotor
are secured

The drum section

adj acent to the
it rvil1
is s,rch that
blede
roots
load and tf.e
take both the raciial
axia I thrust.
The Cisc-type
ro tor has the rotor
C:scs.
attached
blades
to seDerate
The blades
dc not havG a tight
fit
but l3llrer
are seated by cenriif uoai- f orce d uring
en gine c3e r,.tion.
Tha '.l'tscs have a nurnl.er o'1'hol-ts.
^
l1c.
5ome of
tncsa no!Fs are lor
:
a
i
e
f
c
:
T
h
e
t
'
a
ieno
t
i
r
e
r
s
PCLT5.
cino r:.reicJhts when neeCed.
5i'ACER RINGS sepera+"e the dr-scs.
Tne discs
a'.c
an,-l rpace!
rings
heIC together
by the TIt. BCLTs
[:etween two HUF5.
The raCi-al
loaC is taken by
d iscs
and the thrus t by the
p Ia tform
and spacer
rings,
The accumula ted
n by the enC of
end discs.

tire
b laCe

g',r,r rHRUsr is take

the dtunr or the

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D I S C - T Y PREO T O F I

il ll-a- | \-.ll

/ r--

i\l

\i
\'sr

r'l
{ . 1^
,
\il
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L!
L
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71 - BO

Fotnl'erF lar"lt

FrOtn

t:he

LirLrL

l/r

ll111tro

frrtnt
I.(1

ta
l - f o -t ,n[

f-f,,

ro:r-

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+t.

I-{) tlte

'21-.
cr,rr',
i30
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r-'n<l,
L-.hcreis a cl!.,i.*l
- - : - .o+

I
iI

- ir r c t - i c ' n o F t - l r o < l l r A n n L r
lus; a;:ea hef wclgn
;-:-+-rrc
s h a f L a n , : l t h e , s t _ a r : < > r , 3 n s . .n c g .
-+9-5!Sl:

to ma
inl,"-' e* ;;;i
.i:i:^ l :..':=f:19v.
o
tL-rhr roj a : - f C O n S t a r n t
v Lf

';elccit-v
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,i--

aS

r..

t.he

j+=Unct'eal;es

throt'ohcrrt th': l-r,ncl-rr:

j)r_:!:_ccml>ressior.
The conver:gence oI
l:lre a_ir annulErJ:s acliieved
by ,;hs
t - . , r p , _i -rpr g o f i l r r : c , r s i n g o r
rot.or ,
l,

, : c r r r r l r i r r ; r t _ i o nt ; f

lrol.lr

i,l

5,ol;:;lirl.r,, wrllr

l .l r r : a r ; : ; : n J c m e n t b e : i . n r ;
i:rfluenceii ov
m , r n rfra r - _ t u r i n , ; p r o t r l e r r s
,rnd other.
r n e c l ' L aj _n c aL d r : s i g n
fac:t.o::s.

T A PR
I ID

Ta,ToF,
li \ P L ? [ D - l=l|tr-rrlT'r=fi

r-lr i-

i i l t l i l r ; ll ; i l l l ' l l ; l l ' l i l l t l

#g*H##*i#1'-, \ . '

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C P .SAEI'II]RSTOR
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O i . i P R E S SBOL R
A D TI N S T A L L A T i O N

C O I ' I P R E S SBO
RD EI N S T A L L A T I O N
LA

Fri TiEt iooT

(rlrh lqll^t pt.rr)

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71 - BO

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F,orRrer
Plani

71 -- i0

cgae,
l\ffi
Rotc;r: lades
'1'he

rotor
bl.ade:i a:1-e,:f.,lercfoil
sec:ti"r>n
nn(i ,tl:tr u:irr,tl11, clcs;icJrrcd
to g irr,l 3
l ) r / r : i s r . l r , - , _g. r a c i t e r l . r , e l o n q t ; . h s i _ r I e n g t h ,
tct
ensure,:hat
Llre air m;iinl:aitrs a fairly
r r n i l l , r r - r na r : i - ; r l , , , e l o c i t } . .
i,he lri,qher

-'l A

l \ t ' 1 - ' : i l . ti l-r{ \ { ! . r \ v .I t( 1 . . i t - l r t t . i . p b a . L a n , : e S O u L

i . 1 1 " 1 - ' 1 , ' 1r -1i i i ' u t y , r . l ,a r _ - t i o r r
ttf Llrr: .rotrtr en
1 - . i r ca j . r . t ; t - r - t _ ' a r r r . ' Jo' lr))t a i n
t_irr:se
r t c i t rl.i 1 i - c , r r : . ; , i, l :
l-o "tivist"
lrtlcns;s411
L I r , . i r r . , 1 , , , . ., ' ' . , r , u

tr^cctri ^rrc,u

crrtcTror{,_>
ot tr.ow

r r 1 . ' r r . r : r t t . l ro f l : i t r : b L a d e s
v.lfies; fr:om
I r - ' - r r r t t t r r - { , ,}1- , L l r e I r o n L
o r ] _ o r " p, r e s t s u r e
lrl,r,ii.s lroil,.r t ltr. Lonqost-.
'j
l r ' - . i r I . t r l i . : ; ! { r L tts ; l t e r l e s . i - g n e d
Lqtyit.hsl:anl

j'' ^Ilil1,.
': j r.'4,\
rr

of loTA l roN

;.*'weil "iis

r,.,j !_l q rili g l. o acl

i_Jp;,.ylf ,r,cl.*_!trSy*qr e
s t.:i,.;'c r--i_1.,
I . C,-)nl: ialLtraiLi<;n tnust a I sc
bel

sy rhei,.^_
:l:;'' .,." lll,&:!::ru.::-n--cause:r

tI^(;Gtl

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,,,"
''r,

r::!irnr'r'
I

'r : r. r | i

i r r . l r . , , . r , r r l . l r , , t - r - r l - , -irnt [

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lrl;llT, r 5 r;,,.,!,,

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Fr:iiTcn

, l t r ' ; t 1 ,. l r . r . ;i i i r . ' r i . : t ri . l . . _ r : . - l r l e
,l,ltt-.
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I : r : , \ : : , 1i , . . 1 r ; , . , ; n i ar ts r i e t a
t : o t _ o r f i t _ . se a : ; i J _ y
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i ;t :

r - : i j i j i i -1
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lioi.,e vl-r. ,

aS

l - l l , ' l - t l . ; r c l i , ' sc : < ; t . i 1 d f r r t r n

the heat qerr_
"i )r ,j ..:'li.l:in Iit,.,,,l,t,t:r;r.SS_)Ir
tt,ei,
, r ! . i . . . l 1 . r . t r . l r , ;t i-t r , r r : l r i r , t r ; 1j 1 1 5 g
t-ltc cOtnprr:s_

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: . : ] _ . - : , , _ I: l - i r . i / r ^ i , i l " . i - . _ : * l - l ' . _ t . l t . t : . _ ; l r * : e _ . n S * :lr:t

- x - r ;^1 .

.1

:,

iir,t..

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t a q - tsi r { r : t s .r ? , . a D {

f . ' *j , ' - .

,t:,,

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ll

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ri

PowerPlant
' i I ) R T S SSOTRA T OVRA N E S

CHAP:
ATA 71 - B0

Stator Vanes
'l'he

sl aLor

varles are
are

secti.on

and

pressor

casing

agaitr

secured
or

into

o f

inLo
sLator

aeroIr'i
the

cottr-

vane

re-

are Eiremselr,'es
The vanes al-o
securbd to the casing.
r > f t r r r r r r r c . r u t r L e tj l n p a c k s i n t ' h e f r o t t t [aining

rings,

whic]r

s t a g e s a n d r n a l z ,b: e . . s h r o u d e d , a L
eheir. t.igi:;
,to.minimize.
the vibrational
effeet
of
f low., v.rria.t',ions
on ,thr: ..Iongcr.. vi-ulrjlj: i l.
is a lso necessary
t o l o c k t h e s t . a t - r :r
vanes in such a manner thaL they will

\\z-i
\tI /

not

r:ota Le around

the

cas inq .

,.

\/,'
8L^DEs
SHROUDED

S TOR
A T OR
VANES
C{ ] I ' l PR T SS
BLADE SIITTENING

80|{Dto

S r i R O U DR | l . r C 5

t;;;::;;;;;
ri0 l . l l ' R t s s 0slli'Al 0 l t vAt'lts

___l

R t T A l r . l t N G5 t T 5 C R [ \ ^ /

stATOn ILAOE ATAlNil..G RING

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; U - - ^ , j 1 , {-, -^- , ,
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';
u u l r s i , i , . ; y ' : r i r 1 . i ' , r i t , r , r i r . , e, r . u : . l L e u l _ . i t t : c r t ) s i . - i i , J .
1 r - , r ' is, * . r ' i r : .

I n 'ct<let' Yo
nes uit'hi tr--r,rr.i,-r. .til,:-L -,-.rrf,rodoce hri6lv'-or"rEyvV
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L,i-' ,J!-l:r':.-.Le Lll

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a

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- L s 1 r ' c 1 ' 1r n u . c i l r . L i < e a i r r : r ' i r i ' t

t i i i r , . . s 'u o I . j
irs nti.tri6[E.ui,e,,rirr 'S,

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o - 1 . i r t i , e t < ; i {r-i L l l i u e I ' e : i c i i 1 , y c h i : r t g e d i ' o r . i , i r e i : i t - c . , r : , i t- t , i n : : . f : i . s i : i
: r r , , i i . l - 1 . - u l - , ,b u , t t i t r ; r ' o L r r c i - n g c o i u l J r , ) s s o r b l . a o ? . ! r . e r a , - , , . i nDs{ l - s i c , . l l .
-irub.
f i-_<eti in i;s
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, ru I ; r c t c

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er- {'crct,-lvr) ;;l},'it,r (rr

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71 - BO

C O M P R E S S OSRU R G E
E L E E DV A L V E

Compressor
BIeedValves

Al rf low Regulat
Compressor
lon
Rrr

rrq i no

qnma

maanq

nf

rcorrl

rl-

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Y

During "off design" speeds, this

systern
bleeds air from an intermediate
area of
the compressor. @rotor
compre s sglqr_!_be
arlmay_[e
-h.Led
from bet,+een the low and hiqh pressure

^v ^v -r u
-

while operating at "off

rlressor airflow
design" speeds, the performance band of
the compressor can be broadened and the
siaIl
margin improved. Some systems
found practical
for compressor airflow
conLrol are:
. Compressor Bleed Valves
. Dual-Rotor Compressor
. Variable
Inlet
Guide Vanes and St.ators
. Variable Bypass Valves.
These systems, either
individually
or in
combination,
are used on various models
arrd series of turbojet
and turbofan
engines.
Each of the techniques
accomplish the
objcctive
of regulating
airflow
through
t.lre compressor in order t.o gain high
conrpression ratios
with greater thrust
at. reduced fuel consuption;
but each
does not have the same mechanical, cprational
and structural
advantaqes.

qffi

1;-r";;*;,i1,. lil i r ry

regulated
as a function
of engine speeo
(N2) and compressor inlet
temperature
(CIT), control
the overboard bleeding of
compressor air. .The valves open at low
compression ratios
and close when the
engine is operating
at or near the
design compression ratlo
as determined
by the NZ/ctr
slgnal,e.
4g_edi!s_91_lbe
compressor decreases the airflow
across
alqjlgle
stages
w
!_he :ggr. f.! ,f s-*{e-.!9._r_s
.ac-r o s g- . t_he__Lqndarg_.sJcsgs
chokinq of the rear staqes and stallino
of the forward staqes.
dil;il;;A
lG"Ei"q'-of
compressor air
represents a loss oi air mass and consequent loss of thrust.
When used on a
bypass turbofan
engine, the bleed-off
thrust
loss can be part.lally
regalned
by directing
the bleecl air into the
bypass airflow.
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PowerPlant
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COI'lPRER
S SI O
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E L E T DV A L V i S
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Bt.TED

U s e o f : L n t e l r m r : dai t e s t . a g r b . L e e d v a l v e s
reduces thel e.fecLive pre:ssrrre ratio
of:
t h e c o m r r r e s ; . s c ld- r t r i n o l - h c ' t ' m e t h e
valves arre op(:n.
'I'o avoici unnecessary thrust lo:;s, bleecl
valves erre aci:uaE.ed onJ-y dur:in<; I.cw
speed arrd e.ccr:Ie,rat.ion or dc:ce.Ler.al-ion
condj-tions,
pr:rm.i-t.ti-ng Lhe c:om1:ressor t.o
provide optimum lrerformance at La.keoff
thrust. ernd aIs;o rnaking the c:omltre.ssor
operatic)n compat,Lble al_ lowe:r Lhr':sl
settingsi.

'Ihese o'rerboard
airbleeils
:;ho-rld not :i]
ccnflrsetl with. a:i-rbLeedswh:Lchserve::.
provi-de Iow c,r trigh pres,sut:e ,air f<>r
engine r;ervice llun,:tions; and t.o ooe-'ra:i:
auxi)-ia.ry equ.ipment in t.he aircraf t:.
These sr:rvice b-Leerls aI"o hav,-. ef i)cLs
upon colnpressor su.rge, u,hi<:h Inay ,f(:casionailllr be noted'ahen airllle,:d-ccera;;:d
aj.rcrafl: or eng:-nc equipnrent is i.r us=..

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71 - BO

pace lj9

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C 0 f ' l P I t t S S 0t _t tl[L[ t r V A L V IC r ) N T t i 0 L t - i l t

ACTUAT
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VBVPOSITIONFTEDBACK
T OI' IAINFUELCONTROL

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\/ar-iaDieArea BypassValves(VBV) s p e e d s ,
','Bl.:
a re in ef f ect, comF'ressor bleed
' ; . r' ] , , " ' r r sT. h e s e v a l v e s , c c n s t r u c t e d a s
Ir irrtrr-El tlol;r:;1

c 1 f

located

between

the

l,rw 11t-1sure courpressg]---ogq-Ig-L and the

In the
r ri c i r r r r ( . : ; s u r e c o n l p r e s s o r i n I e t .
- i , ' i i , r c - : , i . t - - i o na i r i s b l c d i t r t o t . h e f a n
ii:;r:irarge. Tltey .rre hydromechanj.cally
. r l ' / , . ) : : i i - . ebd1 ' f u e l p r e s s u r e b e i n g d i r e c t e d
f r c r : i ri i r r , : m ai n f u e l c o n L r o l t o t h e a c t u :,i.i:x: ci'Linciers.
';ittl V3i/ a re open unt iI tlle eng ine has
rpm above idle,
accc:Ler.rt,ed to a certain
. ' rt u l t j c l r l - i r n c t h e y b e g i n t o c l o s e . T h e y
nre closed in Ehe high speed range of
't1,.
tlrc t.n<;irre.
@
of enqins sIIggSL
sr:l'rr.rlule is a function
,trr'l cornl)ra.ss()r In-Lec temDeracure.
kJl)cnopet:aLirrg below compressor design

bypassed from the pri-Lhereby

mary flow U!g=tit1-!3!_l!*,
across the cenEer
airflow
increasing
portiorlrof
the fan and low pressure compressor whlle decreasing the flow Lo Lhe
lrigh pressure compressor. In this manner
qhokino of the hiqLl,'pressuqe- cgnPlessor
air

is

gl9*r_rslr.1n.s--of --.t[9-_-!l.l-:f 9J91*P-r-e-F-Lt]re

c o m p r e s s o r s t a g e s - . -i s
compress ion ratjos .

prevented at
. ! , ! , ' ) ' ,I

Low-

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R C I T 0 (R: ) P 0 0 1 )C C t , t P R E S S 0 R

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rr i rloq dre,i
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,-? :-:': :: : -'-P q I Lt -r,qgrl-L gX !F*-il f-ty- - c)v e r:
- :-: :
a wider r s;pe r:d. Iqlq.g-_ g.ncl aL _h i-g.lr-l*, -.-qo_nrpressl-on Iat]-o:s. Due to inhe:rent airf l_ol,r
rpntr'l

aow

-^-"-i
' ir_ rLt
r.
-q.+-.r
* lro ug nou t th e . op e ra t in g
11,1_r
rangg of Ehe engine.
'fl)c cc'mpress;or
consist s of: two independenL rot,cr s;ysl:ems, each clrirren by a
separa te tur-bine thrcugh c;o-uxiirl shaf t:;
a n d e a c h f r e : e 1 : o . r o t a t e a t : i L s < > w no p t i - .
qraoril
mrrm
lFra
r
. n:-^::-..r9.ral,r_o,to.E,
...belin<1 t..re
high pressure
(
H
pC), is
c:om.if,ressor
driven by th.e Lrigh pressure t:uri>inr:
(HPT) and is sf)ee(1-g{)verned Lly l:he main
fuel- control
of: the r=ngin". 'Ilh";,,;,r,rrrO
or
roEgr.:
low-,,prressur{},compres;sor:. (LpC)
i s. r dr. i ven,, by r.the{;.Low;j.pres s urt :rtrrrbi ne
(LPT)r.
!
Since less power ::s ::equired to cornpress
cold air
t,o a given 1>re.ssure than t:o
c o m p r e s s r ^ / a r mo r t r o t a i . r t o t h e s a r n e
leveI,
Lhrt low prelssru:e eompressior sp,eed

tends to change ciirr:ctIy with <:ornc.:.lss(fr.

inlet
ai:: temperaitu::e.
Ihe re:su-ltant vat'ia1:ior in l-o; rrre
c O n p r :S S ( ) r . a i r f I c ) w ) : e a r l t s u F , O n t . h e
speed-gover:ed high pr':ssure ci)lnpr'=:;so:
Ihe Hi' turb ine exLract.s onlv e:lc)uci:
Sncrgy fr:om the coml>ustion gas.:<i t:: ker::
the high pr,essur: comp.ressor c;i sc,=.::d
a n d t h e r e l b y r e g u l . a t e r s . : ' h e a r n o u : . r t c. : :
r3nergf arrai.Lable to thr: Lp turline.
An
r:quilj.bri.um ls t,hus es:ablishe<i wi:-r tirr:
r-'nd resul.t being theit. r:he low;>res:::_lre
(:ompressclr itttains
E r s i ) e e , l w h . i: : h r i : . : l u .Lat.es ther a.Lrflow and.Lmproves the i:ornl)ressor ove:: the speled range oj. t.:re:
r:ngine.
I)uaI rotc)r compressc)rs arr: use.:l on
l/arlous
evcr,

nrodels of tr_Lrboie t. enci_ne:s.. Il,cvrthis

typ,: of c'omlrie:rsor i-s rnc:=,t

s;uitable
for
urhere larger:

t.ee byF,as,t t.7pe gqlgine:

m,ass airf:-owF are in clem,arrd.

PowerPlant

ATA 71 8C

II

, ) i , ; j l ri e I r tl e I G ui r : V a i i : . . r . t d
; r : : ? i o t - s( V S V )
i . ' . . i -p L o u e !

operaLion.

i':tCS..oi iras

an axial
f_or..c:..,_
aifflow
for e.;,..,r,
i.iit.hout some means cj

requireC

!:-:ssur-e ratio.
c:nl-::oILi.nq' this
airflow,
this
oDc.Lrnu;
::r::r: t:iorr wili
usuall.y
occur onlv at ;ile
r i , , . st c i n p o r n L

rpm.

FOr

maxi-mum conDressor
angle of r_he

e;;- -crencv,
tlre phvsical
c.::rDl-essor- blades
should
al

crii.n)Lrnr aerociynamic

be such,

angie

of

tha t

aitack

c: :i:e comDressor
blades
exist.s,
through(\'.;': :he err--:re enoine
r-:rn rancll .
i':r. v.rnr)s ancl st--ators ar:e irycirarrlicalli.
. i ( t i : . r L t ' t i l r v L u c l _ _ _ p - r - q s - g u r ea r r C c o n t _ r o I I e c ' j

*,_--*-."_-_=..*,-.,.,

b., i.re

nain

f uel

control

as

:-:"

f u:rci-i nn
-i:!1v_

e-vr'

q r- o o rdi

: nn
r^ i d
-c o m p r e s s o r
a
i-nlet
! : e - - , r D - e , r _ a i uor e
r "as a function
of airflow
t !lrouoh the enqine .

a :<-*

6 : - l n oi n o
o

,%

A i - l - c r ' ,er : t g i n e s p e e d s , t h e v a n e s a n d
':iiiLo:-s are in the closed pcsiticnAs
ihe ensine is accelerated,
they' rctate
as cne unit
towaris
open positj_on and
v.':i-I be in the fuIl
open posi:ion
in the
r - r n qi r ' : e' s h i 3 h s p e e d r a n g e .
3 v- rD--: - o c;;;1.-,.;--;
e r l v c o n -.L r.,..--.--.;*,,-.;."-*;:::"
ollinq
the anole_s of
*"-.t h e ' . ' e r i a b l e I G V ' s a n d . . S t a:*-i-j_-_J
t o r s , h i o,_:_;h
3c;:rp..essor efficiency
is provided cver
i tc
cr
:_lj:_=,!_-_-.

! i na
F i rc
n-or+;.JlJLqu{9-r.3!+Lq_-9:+-

^c

tsl.^
I Ie

^--l
-^
_ fl Q }.il I

g i r' ! g _n a I r-tg1t"-_eJI g_s_q

r--.o p.!-i^qqm_,fue I
1
_
e c l n ?ni',
: ioi.

a nd

r4p i o,

-s ia I l_f re e_ .9.-c.g-e-!.e
;_a

\BtZ Nepai
.=.!=t--

EEA,ryrnes

llower Plant

ex;e:65

j ,

pfffl, 7t1''- B0
cxar,,

V A R I A t i LSI T A T OVANT
R
ARRANTiEI'1[NT

N 2 n J L E Tc u l b e v A r l E s
5 1 ' HS T A G E
S;TA1'OR
\/ANES

6TH STAGE

7 T HS T A G E

.fr'

ACTUP,TING
RINGS
U N I S CR
I Ni N G S

VarI ab1,:\/anes/Staton;
The verriablc: vtrnes are suF)por:terj t.urnabl-e tretviecr) an outer casi.ng antf a;:r
inner divided s;upcort. They are cor:trtr:t:tec, t.o a Ierrey g;1n, which again is
c ( - . n n { r ct e d t o a n a ( : t . u , rt i n g r i n g , B y
Lnr:ning t-his; ac:tu,lting ring erll varres of'
o r r r r s t a g e w j l .l b e t u r n e C . T h o s e a c . L u a t -i, n g r i n g s c r n r e t : i m t : s, . r e . u j - f . d - i r ; i , ; o n
;lngs;-Th-e
ectlrar fiA .i"s.;=
lr""r*E-up
i,o acLu.ll,or ler,'er or to a bel..lcranl<
r . r ljr c h c a n b e r e r p o : ; i t . i - o n , : c l b y h y c i r a r : l i c
a c f - u a t o r s . F ' r . r e li s ; t h e l y d r a u l _ i c f . L u i C
;rrrrlLhc'acl-uati.on is cont-rolled by t.he
n r . irr r e n r ; i r r e f u e l < : o n 1 : r o l u
. nit-. 'llhe varii l l r l r ' r r " , * r o : ;c - a n b e t : u t : n c r . li n L c a n y 1 ; o s i t .i o r r b e t w , = r : nf u l l
closet-l and ful. I open.

ko Le

Lat t:t / t + ,

:0(...

( c ',*, -,/:t

Q t ela P r l-,- ( O ,,ou.

' , / .\
,.0r1

(to,-t -

(. !'r.".

.-'--u

'r'' - ; '4'' 4-

. o-.
'i: -

(c'Yd?r/
SL'" !^'''':*'+
r.)-,t4-*"

( A'n
l.j'ot.'

4'oCcL.-,, a a,;,*J

? ('.

) e"L( dd.j<,r.rt-..1'i^ t''-'ia',,<'

l,^-l-'l\

-t '- i-

ergu'o

4-._e \>

PAGE:$11
I

PowerPlant

i.{

cHne'
[J[

tl'F\

rl4

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f-:1

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tt
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71 - BO

(r!
r,:nce.:

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PowerFlant

ffiJfunrnes

crrae,
[-l'[,

71- BO

LEVE|IARM
I
AI
"l

3n7

,t9 't
<:.->-1-'

IGV /r.FlD

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VnR|,\BL[y4pg ----l

'tir\
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LEGEI.ID:
I . A C T U A T O FG T ' I D E
?. CLEVIS
3. PU]iHROD
4 . R O D E N )8 [ A R I ] \ G
5 . A C T U A T O RL E V E R
MOUNT
6 . A C T U A I O RL E ! ' E R
7 . F E E D E A ( ] K3 E L L C R , , 6 . N K
8 . N C T U A T O RB R ^ C K C I
9.ACIUATOR

fl
f+

fl
t;l

,/-l -:jZ=
- 4 , z-<'
) t ,- l I .
I'
tL.

/r1
)-l 1
,
.h,
---= "'=?==
-

Nepat
Airlines

,-

PowerPlant
cxne,
[J[

T y p i c a lV a r i a L r l IeG V a n d S t a t o rA c r u a r i n gS y s t e m

tt.o.^.8*"F4

C*\i

f U I , C O N T R O I .U N I T

CrT - CoilPRESSoR.

tNrT TEHpEe,rrun

STATOfI
VANE

ACTUATOR

pecE:5G

71 - 80

pli(iE::52

lPowerPlant
cxne,
fiJl\
coirril-essor
l,lateri a I s

'71 --

8,C)

Compressor
E;a
I anr:
lng

i . i , t te r i . , r l s ; r r c c i r c s e n t . o r t l r < : i r f a l : . i g u c
'i'lrr,:
b;rlancing of a (:omlrresscr t:c,cc.: or
r : c : r I s t _ ; u ) c e p r - i . : 1 r e r ! i r : s . r L t _ h c :p l : e s : ; u r t - t s
i r n s r e I l . e r i s a n e x . t r e r m e . l yi m p o r i : e n : d ) p e _
. t r r . c it e t i l i ) . . l r . 1L u r : e s _ i n v o L v c < l . I . i g i r L n r y 5 5
611d rat:iorr in it.s manufercture. In vte;
clf
l-hc poss j.bi 1ii-i, ,1; ingesti<_:rr darrlacle
rnust
the,hi.gh roLatj-onal speeds and t;:=:rass;
also bc L.aken in:_o ,:rccount.
o f m a t . e r l . a l : ; , a n y u r r b a . L a n , : ec o u l i
;::.fec;t
( - r ' r r fr - i f r r r r a l r r r r p e il.. t - r s , t r c
usua_i.Lynta<lo
t l r e r c ,t _ a t : i n r l a s s c m b l y b e a r i n g s a : l . t - L ) l tc f l r e l u r n i r : . i u r n a . L l o y f o r g i n g . ,
etrgine oSrertrtion. Be.Iancing of t:-1.=:,-e
,rl t_hcrroir the inIet.
l;ection
mav be of
oarLs is af::ected on a s,pr:ciaI ba.r:::.cirrs
steel
rnaclrine
'l'!r'-r
r,:to:
. r n t l s i - _ ; L t o r .b. L . r d : s o f a n a x i . a _ 1 ,
( r r n u - \ l ' r r : - l : ; ( )1l 1:l - ( t t . r : : u ; t I1 1 , I r n l t r t f
lCt:Ufed _{.fOrrt
a l r r r r r i r rj r r n . - t L k > y , s t - e , e l o r t . , i t - - a n - i u r n ,
clcl.on'i i ncl uron
ti-re I oca{-ittn and maxinrum
r.rorkin.g i:errlrerature
of tirr: blades.
Hcrw_
ni.'e):, or-l solntr' enginc,s,
ca::bon or glas;s
i i.hre conrp():ji l-: n at:e,ri;rl s nta.y also
be
u : . . . r l . i l c r b l , r r l c s i n t h e c o r > . 1 - e . rp a r t s
cf
l "l l ' '

i.()flpI

r:'5:;() t- .

( , s ;: i ( . ) l - ( : a : j t - r t q s a r i _ . u : ; r . t a 1 _ 1 1 ,
tnagttesiuilt
"-)rrll)I
o r , . r l . r r a ri n i r r r r a L J o y a t L l r e f r r > r r L .
anrl
sfrr':i in tltt: r(,ar, and nral.br:
Lincrl rvit.i.r
i)olse ar)sorl)ent: nrater:ial.

l-'-,

3t,'t'

J-:'

l-' -',,u.a
L:.;,)-',u,a
{

Lu'lv

,/)

n'^.ta*ur 1 ,. D t: ,i

L
l;dc',r( J<

-(,u,,f, I
I
y,l-,o,

;-

c t'1 o-,. cl., u^..;r'

::.)r,,1
l;.,''

. -"':r.i
/-

'-li '
,'.r-e'. r.,'

-.2'

\/

'. -:

a1 .21 ?

<?\

l.1t- '-

z'

, : l

,., ^
( !

{'"

,,1: ,t i

/,-a>\

r.,9- i, I ,w.- , 7

ra
'
3 -.
'.'/ t c. -)-

i ''^ -<

L, -, .l; a:-,,:.,

t: f .i-"-u'+"

?"4*

- .'-.^ 't

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--\.

-.-a

pnce:66

PowerPlant

cxae,
[f[
ntc
IJIIIL,I 5UI
'l'lrc

air

Cnnl-lnrr
JULLIUII

Dt I I - U S I RC A S t

l.t:av.irrq; ari

axial

<:orrr1>ressor

p,t.ses tlrrough a seL oE st-ators cal-[r:<]

conpressor e:<it guide vanes, tiren
t
Tire di f f,ser
has an expancling internaI
diameter to
d e c r e a s e t h e v e I o c i b 1 za n d i n c r g a s e t l r e
y-r.ns,-ure o{' tlro nr r. r'hiir nroJ.iti.
t
l
re air for enLry rnfo-Tlte-i6nrlr.rres
.
Duscron SecEton aE. Iow velocrty
to
...a

71 - BO

rrrv

w!L.r

rugr.

A I R B L E EPDO R T S

Thg

i: f f usron process
is assist.ed
bv t-he
coit)'rresscr ex i L. gtridr: vanes which are
Iccaced
inrnrediatelv
behrnC
the last.
s'.a'ge of
Lre

the

ccmpressor.
case

ciifuser

ccn. ):e.ssor are

di;'-')icr-

iq

?',.-,.t ... t. a< I

'rl.;/

and

tiia

cornbined.
c:qe

On some enqines
case for the
On others

l-lre

trrlit-colF

! 'r \,a

4'Y

,r-

('i'*1

r-'-< ,\

?yS:

F.*
-

L"v*

C--.-b-

!. L';3'i

t,',-.; 7r^:,
t (,

,i,,r,1.

irlr-l'loor{

t1 L I U.i.UUtr

P3r:s are usually

built
-tn the diffuser
case through which cornpressor discharge
a i . r i s L ' r l " e df r o r n t h e e n g i n e f o r a i r c r a f t
serv:ce functions.
On dual compressor
_---------_---___
-6c
-n-l
hl
ocri
air for service-flfrdfions
I

locaccd

bet.weeri tlre

=u:9T!-:=:,.
> udg:>

r F
r(t

Fh^
LllE

'r
t - _i o2h- -

lo.*' and

hiqli

Dres-

or at 4gc{3:93!9rfraq
r _

itrro _

^, _- ln p f

gSSO,r

Although serr,'ice bl-eed air is a...'ariai-.Le

at any time an engine is operat:;::,
i:
comes only at a price.
Power is reirr ire,J
from tltr:
pressure

turbj-ncs
t o c o m f ) r e g s 1 ; ! 1 r 1i 1 1 r 1 h
air
that
is bled from the
engine.
The penal:y
for arr
C.aken ir-cn
the engine before
the air
goes to tlte
burners
is a loss
irr tlirus t_ and drr rrrcrease
in the specifi-c
fueL con:,,_r:l)[lon

(sFc).

case. It has ;ust. been shcwn that. ai_r is

blEd-Fion"r mosc. engines and vent-ed overDoard out of thc prirrrary airflow
pailt
<juring certa j.n engin,: operaLinc_; cond i-fL_rivnrnr qr

fu va

r
yn rr sa vr rsr.:rr C

ColllpfeS:jOr-

SUfge-'J'hiS

overboard bleed,
is called
and must. not
be confus"ffimoved
fronr
tlte eng:-ne to perforin service
functions.
Iiot, high-pressure
air taken at the diffuser is usecl Lo.tccorilPlish ncc-decl:;crvice funcLions strch as antj.-icing
tht:
engine nose cone, tlre inleL duct, and
Che compressor inlet
guide vanes, dethe wings of tlre aircraf t, he.rt-j.ng
icing
the air and maintaining
its pressure in
Elre cabin or cockpit,
startj.ng
other
enginesr and sirnilar tasks.

PowerPlant
T;,

cFLAP:
ATA 7'-T* [JlJ

USTIO]\ CIIAI,IBIIi:

i"'""
II
I
I

t 1on' Iiect'f,iho
Conrbus

'l'ltr: arnount oi
f uel adiled Lo ti,{r "': : ,i j !L
--del:enJ r.rpon Lire max!.puLm l:ernpera::i:,?-rl-se

++-The combustiorL section hcusers t:he comic

I imifc'ri
hrr
il:c
r,:'-=*i;tlq
Ivi :\ ,l rur rr Li rsoud
s: rr ,r rui
b u s i - i o n p r o c e s i s , w h . i - c h r a i s u s 1 - h e b . e m p -e f r r r m
a
:
-,'i -.'-t7--'
b
.
I
a
d
e
.
s
Lhr: turbine:
"rlrich
l ; r t . r r r { r o f L l r e a , it - - p , r l ; : ; i t t g t l r r o t l g i t L l l e
- - , l ,i
r
i
t
l
t
e
a
: l I : . c ; r r r : r n a r c l e. I l c c a u s c )
i:rrc;inc. I'his F'ro(lestl rc lcascs one.rqy
rr os- , r, ui ry r
hnrlr . , r - l ', rl ur r rr i L ,r rr 'rJr e
n
l
i
r
n
'
o
q
q
i
r
:
uL/"ry
in t.he ai:r7lf ue1 mj,xLure' Ttte
containel
f e r n n e r a l - l ! r F ! r i s e r r = n t r ir , " t i a f t . l t ! . : : : : t m ej o r p a r t o f L h : L s , : n e r g y i s ; l r t : q u i - r e d
1i-''., alt'-l
bu.st.icn ch;rmb,:r mav be: bt:tweert
at the turbiner t<: d.rive t.he corapr{lssor.
tl'o
rra<i ternnF.ra:--i:3
ROil doo
C
Sirrce
The remaining enr:rg'r creates; the .reacr*rllr iEll arr r.re Eurorrie 'Jarres, 'r:::--.
t i o n o r p r c p u l . s i o n r r n d p a s s ! s < > u t -L i l e
s n , 3i n e s p e c l d L h e c c ' n t b t t s ti o n c i t . 3 : : : i . : : '
rear of tlte errgitre ir ther fclrtn of a
must be capable of ma--nt,lininil s::li: it:
high-velcci LY jci:.
a t r , l e f f i c i e n L c o r n b u r s t : l o t to v e r . l ; : : : - :
furncLion of t.he conilcustiot.t
^-.
--r-:,,.^^-.1 i trit::.S.
The primary
p
rrci
o
vvrrlr!ol-rr|i
u !F
UPL
!r ur .nl YoUo
s l r 9 r . . r cn e
section is, of: ct>ur,se, to bttrn th,: f uel.,/
t : i r e : : e b ' ya d d i . n g h e t r t e n e r g l '
air mixture,
thr:
T
o
d<>thi-s ef'f lciently
a
i
r
.
to the
t
n
u
s
t
:
c
h
e
L
m
b
e
r
combustion
the means for protrrer nri:<i.rrgof
* , ,P
" rovid:
the fu,:1 ani a:-r 1:o assure qood conrbus ti.o:n.
j.s
B
fl u r n t i : r t n i x t r r r e e f f i c i c n t l i r .
Cool. t,[e hot. combtrstion pr:odtrcts to e.
t
whj-ch the turbine
b.Lades
temper,lture
can wiLhstand tlndt:r operaLinq condiu r . v

t.lons.
*d Delive.r thd hot gases to the Eurbine
sectiotr.

: , s v

Nepal

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PcwerPlant
cHae,
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71 - B0

crrcrilating
gases h3sten t_heburning
cf
I r : . . ' s ; llry i . n j r l s l c d f r , - - - I
<
j
r
o
p
l
e
t
s
t
.
r
y
ii; t- ir...lr tlr,'. c'rr'.riltrt(-.)t;t;)rn:tSor
ritpidly itringing
ell::Crs;
them to ignitron
ter,,r_
f l ; r : . - - ; , 1 ; i i , 1 1i s, ,tn c : i . ) . t r n i _ , r , t . - l ;
al- a vr:LoCit-y up:
poraturc.
Fuel is sprayed in a conj-cal
t r : l . ( l ( ) f e e f , p c l - : ; r : c : r a r ' l, l - . r ;1
[ecause
form through burners
at
into the center of
t-iti s vi:loc j l_y f lre a i.r speecl
tlte recirculating
is f ar too
a
i
r
.
i t i , , : i t f - e r C o r r d . r r : : 1i r._ , . r r ,t : i : e f j . r s t
t'lr!rrg
1'lris act.ion, together with
the generaJl - i r , - r r l : l t , - r : l r , r r n l - r e rr n r i s : t l c i s
Irrrhrtlence in the primary
to <iiifuse
z
o
ne , grea t11,
it.
i.o.
r i | r . . , , 1 r , r : , . r l ri,t , r r r r i y n . i , s r _ ,
a:;:.i.sts in br:e.:kirrg up
iLs
t
h
e
fr.reI anrl mj.z_
r:l rl ir.' i)l r'::SutJ!,
IIta,-1gr.,
Llfr-r .S[reCfl Of
rrrg .iL v/itjll thc. incorning
air.
1 . " - : . ri r_r-g: r k e r o s i n e a t n o r n r a l m i x t u r e
r \ r r .e . l . e c t r j - c s p a r k f r o r n
in igniter
plug
r'.1t . :r.s i s c.n1y .t Iew f c,et per second
i-nitiat.es conrlcustion and
,
the flame is
tirv f ue L I i L even iri tire dif f used
tlren selfsustainecl .
air
: : I ! - r - , t u r . r i r ri . i r r r r t r vl r ; r s ; : r , r - . l . o cti1 ,
The temperature
of about
of the combustj-on ga.ses
!' , f ee tr !.el: seeoncl rr,ould
,
be blown away .
released by the combusbion
zone ir'"i"ra
A r:rqi,on of lLr\./.aXi.iI velocity
I,800 to. 2,000 deg.C.
has
which is far too
,
i-i,.,:f,.ao lc lre creaLed in the chamber,
hot for entry to the
nozzle guia" vanes
s t r i i r . r t L i r e f l c r m e r , r i _ l . lr e m a i n a l i g h t
of the turblne.
The ai-r not useO fo.
t _ i r r o r ; q h o ' . r Lt i r l : r a n c t e o . f e n g i n e o p e r a t i n g
cornbustion, which amounts
about 75 per
C ' ^ 1 , : j { :j r r n 3 .
cent of the total
a
i
r
f
l
o
w
.
is ilrerefore
I ; : i : - ' r t i t a l ( ) 1 r L - r - , -j .t ct :. i i , f _ i r r . O v e r a l l
introduced
air:/
progrressi.veJ-y into the
flame
jlrt;',i rir_ ic. ol d i:.,.lul.rrl:11..:r:t)
t:ube. Al..,proximaLely hali
clt;rnr[g.; gu1
of this is used
' , ' . 1r ' r : i , . e l - r . , ' e e r rz .5l : I d n c j . 3 0 :
to lower the gas temperature
1 - Kerosine,
before it
l l q r ' . . , ' - . . ' ; r 1l -v,i l . j i _ , rLl r - l r r r r - r r r - , f f i . r : . j
e
nters Lhe turbine
c.rrt-.ly .-rt,
and the other lralf is
.-1- ;)1rc.r l_r), il r,-tiit>
ol, l5:1,
used for cooling
:;o t_hl
the walls of ilre flame
,':r.'l :ii I i. lr,, lrr-n-l.rt.ri
rviitlr ortly. l)art o,:
f"ube. Cornbustiorr should
be complel_r.:rl
r .i ) . 1 . t 1 r - L : n t r . r L - i n g f . l t e
<:lr,rilrltcr in an area
before t.he dilut.ion
air enters-the
flame
. . r l t : , - ' l r i s r , . ai . L e C . r p r i _ n r . i r v c o l r r i : . . r s t i - o n
tnbe, otherwise the incoming
a
i
r
w
i
l
l
: ( r l t r i . i ' l ri _ s i : ; , r c i t i , t v c r l l t ) , r n e a n . so f
cool thc f l-ame and incompteie
a
c
l
r
r
:
b
r
l
s fi.o n
i . l . ' r r r r , t: u L r r : ( c i : ; n b u st i o n I i n c r )
w i . l . _ Ir e s u l - { - .
t_hat has
j
v,rr cus devices f cr nret,eriug t--ire
Tlre des j gn of a conrlcustion
airf low
chanJ:er anrl
, l i . s t r j . b t r L . i - o ra
r long tl-,e clranrher.
t-ire lnet,hod of aclcling
the fuel m.rv vary
, \ : . r - . r - c - . > : i m a - . .2: L5 y p e r c e n t o f t . h e a i r
considerably,
but the airflow
oistribu_
; i ) , r { : s i l l . o r . ri s t a l < e n i n b y t h e e n t r y
tion usecl to effect
sec_
a
n
d
m
a
i
n
t
a
i
n
1 -t o n . I r n r i e C i a l _ e l y d o w n s i - r e a m
cornbustion is always very
of cne
s
i
m
i
l
a
r
to
=/i*r)' sccE.ron are s,,.rtrl-vanes, through
t . h at d e s c r i b e d .
''ririch
air passes in t.o tlre primary
r - c n r b u s tj . o n z o n e . T h e s w j . r l i n g
F L A I ' ISET A B I L I S A T I O N
air indu_
.es a f j.ow upstream of the center
of
t-ire fianre tube and prornot-es the desired
r.cLrculatiorr.
The ajr ncL picked up by
i"lrc entrl' section flows in[o the
VANES
annular.
..r,;l(:e bcLt.recrr t.lr,.l flarrrc tube and
the air
4c, n
-l'lr

C r _ r i t r [L_i'0t itS
t [tt-0clt:;s

s : :

l . y r ,

n a a !

rrtus ii
r.j jacent

the

to

^ -

r/

r,'.rl. I of
tl.re f Iarne t.ube body !r,a,/
tire conli.rr_lstiop zone,
are a \-*_

: ' ' . 1r . c t - e < l r r r r r r r b o ro f h o l e s t l r r o r r c ; h w h i c l r

t I r rr -i l r r - . r I ( ) t o I I i p , _1, - c e n L o f t l r c
main
I I r - r wc r f a . i r : l r a s s e s i r r L o t : l t r : p r i r n ; - t r y
zone.
'i'lr"
air llrcrn tlre swirl
varres arrct that
fr:c;m tire pr-inrary air holes interacts
and
crcaLes a region of low velocity
recir_
r ' l l I ; rl : i o n - ' I ' l r i s t _ a k c l r ; a f o r m s i r n i . l a r
to a
snroke rLng, and has the ef fecL of
stabi_
I i.;iirro anrl ;rrrchorinq ilre flarne. ,l,he
re_

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PowerPlant

-WAirlines

' l l r r ' l t - r t r ,L
r ii)n t).l t lrc: t:onrlrusl-i.orr sr-'ct'.i<_trr
i r r r i i r e c l - - 1 i ' b , r l - t " ' r : r - t l tt i r r - ' c o m p r g - : _ s S f - i 11 . i . 1 _
rir.l tu::::ine sectrons.'l'he
combustion

orru,'sud coaxial ry
;;;i-';;"
. . , ' i t i r t - l r o c" ;c; ) n r" ri ;l rt .{ -r "s ; s ( ) i _ t . r . r r b i n c
5eqardlll9
irr

lvlrr',

t:illt,'

,'t Fitrcrtrllt-[lorv

t . l t r : r : l t a l r r l l C f S n t t t : ; t - -b r :

]r..1;i''ir.n

to

frtrrcl:j<tn

r'lliu:i,'l)t-.1 \'.

AI l- cornL-r:stion clranrbers contai.n

l.rsic cl.cnnnts:

,.qa3r_nq

0ofr-'1r,'ired

inrleri

71 - B0

cxne,
flJff

i;crnDds:t'K'ti.i{ h'aiiibrii Qo11,s

t r uct i 0lt

i('::-; ('l'

Lin'-l

'l'lre:;c typns are:

. nruILi prJ.e-cir;rrnber or',can',
type .t
. .annular
. c'an-annular

Eype

type.

f ' l r rtl1 pI e - C l r a n t b eorr C a n - T y p e

Cr.rrirl.rus
t I olt Clrarribc
r

the sarne Tltis ciramber is typical

of tire t.ype used
n
d
, e xi a I - f I c w
o n b o t h c e n t r i f u Yo-a: 'I- .-. . a
:.":a.-Y"-"4
j
errcl rrr-s. I L is parti-cularfy
.w1g*f'].-::|r_l:{t-r i. 1'rrqa-l_,q_-o-rrll)(qS_str*lIq
l-n; 1 11,. r--c_.rr
i n,..,
r;irrr:,' l.lrc ;ri r Ir.lavilrg t-he conprr::;;or
i:;
a1r<:ady di'rideC
int-o equal portions
as

t i r . r - , : , r l - r r c i . rr r c n L - 1 - y t l r r c e l - r a s i r : t
' , - ' : i : i . . i . r s t l o cnh a n r i : e r s , v a r i a
r at ito nt os n s w L L i t i n

r l - - l. . c a v c s L l r c c l i f i : u s e r : v a n e s . I L i s t l r t : r - r
a sinrple matter to duct the air frcn the
diffrrser
into the respective
combusticn
r-hamherqv r r q r r r v v r

r r

CAiI-TYPECOi\iBUSTION
CHAI.itsER
-\
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r|

Ar7:ndori

r:rii:llw

1,4b.n?4'

arortnd

Lhg

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FUL MAI'JIT'Ji.D

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II

CO}'EUJTION

CH^'.I BER

Arl c^Slfrc

OAAIN TU}

\
,*,r^.J**r-*
fUEL HANIfOLO

it'-e I nS +q

r t.7lrcct'
s;n c--,1;* , 6';''a
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., t L: ls#t-,*,
grl t't lh '" cl'ltLae)
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SE Nepat

PowelrPlanl:
cune,
[Jf\

,f1-.i30

. r x i : ; , . r l ' i . . l r r _g. 1 1 r . ; i r - c t .. l ' l r c n r . r r r r l t c rr l f c l r . r n r *

'['lr,
i r I r : r : r : ( r n I l ( - r1/(-..) r ( i J _ - r r n , :
e f . o e , * . t t t i - , 1. ,
L r c r s ' , v il. I v a r l ' ,
d s t ( l w a j j L v r , . :a n r l a s n l < 1 1 , / l - u i ; r : : ; . l r r t
a nece$sal:y.Dart
of
" _ l - r e_ _ : : : : _
a s 1 5 c h a m b e r s l r a v c b e e n r r g r : 1, . I ' l r r : p r e _
t:r'l)c coltrt)usLj_on c:ir.rrnbers.
Sinc:: t:: _r:: c.: j
scnt t:::end indicates
tlre usc of altouL
li
a sep/:trate br-rr.nel:ol)eratil.rg
inrli--:_tlr_
[ ] o r l O < : o n r b r r s t i c n c h a n r l t r : l : : ; . O n A n r e r i c . r r ._r , 1 , : r r t - I y
o f ' t . l r e o L h r . . : rc a j 1 s , f . h c r r : m , t : . _ - 1,,:
i : u j I f c r r c Ji r r r , : s t _ h c ' 9 r r :c l l ; r r n l t t _ , r s a r , l n u u t _
: ; . - , i l r {w
: alv Eo sprcad
<
:
o
r
r
r
l
:
r
_
t
s
t
_
i
c
n
t .1 .
<
j
u
.
r
l
:
_
,
_
:
j
.
r
e
c
:
t
bercd in a rtlo,:kwise d
ion f acing
lni.tiaI
s ;t . a r t i n g
op)ra:ion.
T
i
:
:
:
s
i
:
;
a
c
._
t-he rt:ar o f thr: eng ine wi t:h r:he l]o - I
r : t ) r r p Ij - s h e : d b y i n t e r c : o n n e c t i n g
.:---3
;
i
J
.
i
j
:
h
e
c l ' r a m b e : r e Lt
Lop .
r:ha;rrbers so that
as thr: flal'e
t.q s.:::l_tr:il
E.rch c>f t.he can-type
cc,nrbtrst.Lon cir,rrrrbers
by t.l're sp,arli i,3ni Let- p,Lugs
in t:,^.or:: birc
consi:; t-s of an oul-er ca se or ltorrsing
,
.Low,er chambetrs.
it
vriI.L pass f hrou:::,
Lne
wj.t:hin wh,ich. t.irere is a perf()rai:ed
stain_
l
--ul)tls and iqni te ther
.
j-e :n:-:r:iut.c
-*
c
c
>
m
b
,
"
r
s
t
i
b
I e s s s;tee l__1i_h_i51
ht y trea r rEGi;n
L ) ircin_
;-tt che adjacen:: chanrber:,,lnd
ca)nf:::_.3 cln
!trSETam--nanrler lirier or inner --rnr:r.
tunL.LLaIl
tfie chambers arr: bur:i rn,j,
Tlte ou.ter ceise i-c divided
'lllre
to faci-l:-t.age
f l,rrne tr-ij:et; will
v;rri, in cc,ns :::-_c _
.i-rner replac:em)nt, TJre larger. setcLlon
or
t .i o n d r : t . a i I s
fr:om one e:ng:lne Ec, altc::ii:r
cnarrber body errca:;es the 1j-ne,r ert t:he
,
;ltfrour;lr
the btisi,: conrF,on:nts ar_e
c x i t c n r l , a n c l t : l r t - .: ; r r u , r l l . e r c h a n r b t l r c : c _ r v r t r
a -;-.()sL
i..lt-'r'rt ir:a I .

encascs
liner.

the frc,nt

or

i.nIet. end c,f t,he

COI'IBUSTII]N
. BIJRNTRCAN
CHAI'18[.R
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FLARE

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BURNER

5t A L t r J c R I F i G
P R I I l A R ' TZ O N E
IIJTERCONNECTOR
CC}RRLIGA].ED
.IoINT

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PowerPlant
cHae'
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Can-Anrru
iar conttlrrst
ion Charnber F u e l D r a l f l s g e

71 - BO

' l ' i ti : : t - l r , t r n l r t . r i : . ; . . r r - r , r l t r ; r , r l, r d i a J . t y . r r o r r r r < l A r r o t . h c r v e r : y

important- requiremen L in
Lir,' ax is of f lre engine, the axis iu t.his
the construction
of combustion chambers
i r r s I a r r r : c b e i , n < ; i l r r - t r o t o r s l . r a ft h o u s i . n g .
is providing
the means for draining
un_
1 ' l r c c o n r i . r u s l : i o r rc h a m t l e r s a r e e n c l o s e d i n
burned fuel.
This drainage pr(:r,enr-s qum
.r r:crnovable case, wlrich covers the
deposits in the fuel manifold, nczzles,
...llrrre tlut:ner secLion. This
feat-ure
and cornbustion chambers. These deposits
rrraliesthe brrrners reaclily available
for
are caused by the residue left
when the
- t i ) ' , 'r e q u i r e d m . r i n t e n a n c e .
fuel evaporates.
probably most important.
'llre
i>r.rrners are interconnect.ed by pro_
is the danger of afterfire
if the fuel
,
,
,
l
i . n r l t l l r r r r , . .t - r r l . r c sw h i c l r f a c i l i t . r t e
.i
the
is allowed to accunrulate after shutdown.
, r n ( li i l L r - S t a r : t - i n q p r o c e s s a s m e n t i o n e < I
If the fuel is not drained, a great pos_
, r , ' ' . 1i,i ' r t r s I ) ' i n t _ h r : c a n * t y p e c o m b u s t i o n
sibiJ-ity exists,
that at the nexr star_
, - - - l t ; r r r r b rr l:er s c r i . p r t . i o n . I h e s e f I a r n e t u b e s
ting attempt, Lhe excess fuel- in Lhe
f ' , r ; r r ; l , i r > ij tc l e n t _ i c a l l y t v i t h t h o s e p r e _
cornbustion chamber will
ignite,
and
r . j' 6 1 1 1L.v: c l i . . . : c u s s e d ,b u t t h e y
dif f er in
tailpipe
temperat.ure will
go beyond safe
( : ! ) ; 1 srfL l c t i o n d e t a i l _ s .
operating limits.
'i'lr'. f l,rnrp
t - r r h r t : so r c a n s c o n t c r i n h o I e s ,
i i l r i . _ : i rs i i ; e a n d s h a p e a r e d e s i g n e d t o
',rrirlt
i I l ' l t r ' , 1 - ' q r y 6 1 - cqt t- r a r r t - i t : y o f a i r a t
L l t r . 5 . r t . t l P , . v: re l o c i t - y a n c l a n g l e r e q u i r e d .
( - - ; _ t t o u t - !ai r e p r o v i d e d
in two of the
l . : i rt -l-: o r r rc l r a r n b , : r s f o r i n s t a l l a t
ion of the
' : 1 , .|r1 , i .i r l r ri t _ tr. . : . 1 ' l r t . c : a n s a r e
support.:d
. r t t l r , ' . 1 1 1 '( . l l ( l l ) y a r r o r r L . [ u t _r j u c t , w h i c h
: i r . 1 r uI r t l . l l c t n l _ o t h e f . r t f b i n e n o z z L e
',rs s.:lnLrl-v.
At- iire: fcrr..";ard face of each can fuel
n . . : : : :l . ( ' r i . t r ( . i r r s t a l l e c i Around each nozzle
. i l i ; l p 1 - 1 ; - a rjv, r I v a n e s f o r i i l p a r t i n g
a
s r , ' ir l i n g
nrotion t.o t.he fuel_ spray, which
l . r . s u l t - q i n b e .t - t . e r a t o t n i z a t i o n
of the
frrql, beLter burning and efficiency.
On sonte engirre models, each can is pro_
v j d c d wi t - l r a r o u n d , p e r i i . ; r a t e c j t . u b e
' . . , ' l r i c l ir u n s d o i v n L l r e n r i < . l d l e
of the can.
' l ' l r r - t. r r l r r '
carr:ies aclrlitional air whiclr
' . r r ln r : ; I l r r ' < : , r n t : l t r o r r r l l r t : h e
Srcrfrtral_i<>ns

! ' ) . l ) r ' ( r v i t l t ' r i l r ) l( r r t i r I o f c - o n l l ) r . t - S t _ i oanr r < l

, - 1 r 1I r i 1 1 r ; . ' l ' l r t . r - 1
. -[r:ct. i:.; t-o porrnit
rnore
r'lnnin'l
l 1 1 . r ' i r r r : l t ( - ) l ( . . . u t i e t r r ; l - _ l tL l t c r t
.','rri,l ol lrorrvi:;q- 5,- a(-c(.,lnllI
i.slrecl-

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F U E L D R A I N M A I ' I I F O L DJ ,

t}URNEIICANS
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F L A I 4 [T U B I S I J P P O R T

COI4BUS
OTNI CHAI"18
ER
OU'I-LETDUCT (Noz
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PowerPtant

cHee'[J[

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FLAI'IE
TUBE
BURNIRCAN

INTERCONNECTOR

FUTLNOZZLE

C I N T I RT U B E

It(t j
iffiit
\

AI RFLOI.'

OUTLETDUCT
CENTER
TUBE

Ccrnbuslron Atr
Metol Coofing Arr
Gos Cmhng Arr

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CAN-ANNULIIR
C O I ' I B U S T IC
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CAN-ANflULr\R
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ON CI{AMBER

I N N E RC A S ; I N G

OUTEF:
CASI i\G

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1'&eNepal
Airlines

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PowerPlant

t.

cxae,[J[

71 - BO

1\NNULAR
COIIBUST
i ON
CHAI'IBER

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INNTRLINER

Aii nularCombustlon
Chamber
'_this

type

of
%
anrru_tar
in

of

.i@,="sr.e
t

combustior

form-l-ijlfEE-ii

chamber consists

complerely
coriEarrEii in

.tni,"r

a.,

p . r r c vi < : t r s . l . y. e s c r i b c < i ,
tlre clrarrrbcr
.t-lr,rL
l>r:ing open at Lhe front
to t.ire compres_
sor and at- the r.ear to the
turbine
nozzLes.
'l'lre
rnairr.rdvarrtage of tite annular
ch.rm_
ber is t.hac, for the same power
output,
t-lre length of the charnbe.
i o o r ,I y 7 5 p e r :
c c r r t _o f t h . r t o f . a t u r b o _ a n n u l a r
systern
for: an engine of the same di.rmcter,
re_
srrlting in considerably
saving of weiqht
and prodrrction cosE. Another
advafrtage
is tlrat,because interconnecLors
are not
rcquired,
the propagation
of conrbusLion
is improved.

fn comparison wj-th a lubo_annular

com_
bustion system, the wall area
of a
comparable annular chamber
is much Iess;
consequent.Iy, the amount of
cooling are
required
to prevent the burning of
the
fl.:mc tube wall is J_egs, by
upiroxim.rte_
Iy l5 per cent. rhis iedu.ti"r,-in
cool_
ing air raises the combustion
efficiency
to virtually
eliminate
unburnt fuel,
and oxidizes
the carbon monoxide to non_
t.oxic carbon di-oxide,
thus reducrng
air pollution.

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CHAI'IBER

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FUIL N CZZ I . I
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PowerPlant

llirlines

cxne,[J[

r . i , ' l l B U S T i L0 INN E i IC 0 0 L

,;)y,,"%
./

^oo#

coouN6 An

RING
STACKED

urlnrbr.rster
Lirters
'rlr".,'onLaining

walls

and

internal

parts

r - .I

t l l e c o m b r - r st i o n c h a m b e r m r : s t b e c a p,ri.1. (rf resistirrg

the verv hiqh gas
"-t.'nl:,: r-a
p
r: i,mar-v zone . In
t
l
r
e
ittrc- in
r ' r ' a ' -i-- i c n ,
this
by using the
is achieved
I't si

it,:at-resisLing

:rrrrl b,v cool inq

I l anre Lube
i'l ame .

as

rnat.erials

the
an

wall

inner

insulation

avaj.l.able
of

the

frcm

the

ilar:h li-ner consists

of
of a series
<:ir.r:rrrnforentiall),
which
rings
stacked
,'..''l crineti by res;isLant:e weld arrd brazed
lhe
Iiners
_ioints.
('oLrIr-.d by primary

are

continuously
film
which
air

combustion

('rrrers

each rin9
Lhrough closell'spaced
, ' i t - t - r n r rrf. r - c . nt : i a l . h o L o s ;.
'I'lr,'
c r . r t t t l r r t : :i t :- r t t c l r a r r r l r c r l ; r r s t - a l . s o w i l : l t : ; t - . ' r r r i . l( - ' ( ) l - r - r ) si r > r r d u e t o L h e p r o c l t r c l - s o f
r ' ' r r r r l ' r r r i: o; ln: , c r e e p
f ail ure due to tempt-'r . r F l t 1 6u

nj rr . ru; l] ri nl n F, -r u S ,

, , 'i i r r a L i o n a l

-*J
anO

st.resses.

f{ .a- LF l.gi ^U"e^ , 1

Olle

tO

tl

71 - BO

n(;: ti1

PclwelrPlant,
c*,nr,
[T[

7'1--E\O

pcrl'(]nllaLl:e_ fwlqt -r lLr rr Lr n/ r r E r r r - r r rFa

Corirbrrs
l.I orr Clrarrr[_rr:rutrrrcuiJll
A c o m t : t u s ; 1 . : i ocnh a r r r b e r -m r r s L b c c a p a l r l e
of
< rI l r _ r rr.rrr i . l f t r r : l f . o b u r . n r : f f . i - c i e n t - l
y <.rvrtr
a rviclr: r.-rnq3 of c,99ratr_ng conditions
wi tliorrt .:-nc,lrring .a lar.ge pressure
l _ o s s.
f n adrji t j.on , i f f lane elxt:lnc
t.ion occLlrs ,,
t i r e n : _t n l u s . : b , e p o s s i b l . e t o
.relight . In
perf or:mirL9 1:he,sef unct j.ons;, .!he
f Lame
tube arnd but:ne.r atomizeE c:o[])aorents
nust:
b e m e c : h a ni c a l I , /
reliable
Bccaus;e the ga:; t.urbine erLgirre
operates
on a c'onst.-lnt I)ressure cycIe,.
any Loss
of pressure
dur:in,J t.he prcce:;s <:f r:om_
busLicn rnust. be: kr:pt to a mirrinrrm.
In
providing
ac.eqtrattr trrrbulenc: and
tttix.ing, a t.c,tal pl:es:jur.3 l_os"
varv j-nq
lrorrr abouL. 5 tc, l0 per cent_ cf
tne ai.r
pressure i1t entry to the
chamber is; in_

I l i t S l r 1 : ' r r . . : ; s u ) : er a l _ i o e n c ; i n r , . s
E.eltd i::)
p r o d u c e r x i l a r r ts s m o k e ; r t . L a k e _ o f
f ::on _
di ti.ons . Ttr:-s i_ndicate:; that ce.rb<::;
particles; are l:eing fot:merj
in ove::__rir:::
regrons c,f the primary zone in
ccr__::i_
tlons of Iovr turbulencet
i
t
t
.
high l_:utprl_.
,
.rat.ure and pre:jsure. Howe\/er,
smcicr
:reprosents ern alm,lst ne,gl:Lgi.cle
lc" s _L:,
t:oncustion erff:icir:ncy cf
- _ e s : st h , a n O . _ ]
I)er cent.

r-ttrrorl

Combust
Ion S,!abl
I lt)/
Cornirustion stal:j_J_j.ty means smooth
t>ur.n_ing a.nC,the abilj.ty
of the f lane t:o
remai-n al_Lght over a wi<le ,rperatinc.
For an.,, ptrrticular
ty,pe of combustl.on
chambe:: ther:
is both. a ri<:h and a we;rk
Iimit,.t:o t:.he air,/fue1 r;Lti<>, .ceyond
which l:he f Iitme is extj-rrgu:-sh,:d.
An
e-xLinct-iorr il; mrtst likely
L o t > g t : L l rr n
flight
durincl a glide or dj.ve wrL.h
the
enqine idlinq,
rvhen there i.s tr h.iqh air_
flow and only 6 small fuel flow,
i.,3. a
very weak rnir:tu::e ,strength.
The range of air:,/fr:el raLic bertween
the
ri-ch and weak. li.mii:s .ls reducerd
with an
increase of air ve.Loc:Lty, and
if the air
ntass flow is incrrease(l b{3yond
a c:ert:ai:r
value,
f larne e.rt j.nctic)n occurs . pl
t.ypical stability
J . o o g >i s i l l - u s t r . a t e r d .
'Ihe
operat_Lng ranger derfined by the
sta_
bility
Loolt must otrvious_Ly,:over th
requirerl a:_r,/fueI ratios
anrl mass flow
of tire <:oml>ustion charrbel .

Art/FUEt. RAlr-to

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AIR HA:;5 FLOW lh./rcc

t-!:rc

PowerPlant
cune,
[J[

71 - 80

T
I IiJRBINE
t10/_7.t-t_GUI i]E vAilts

D t Ii v i l l cOf'l l 'l l t5 s0 l 1

IVIN ACCtSSO
II
IIS

i'urb i rre Sect I on

Introductlon
'i'lrc tur-bi ne siLaction o! a t.urbo jet. I s
Io,',tl lrl .rf t , or tlowltj:f r:('nnl of t-lro cornl;ustion
chaurber secLicna portion
of the
The "uurbi-ne Lransforms
t : r r r r , ' L i c ( v , , ' l c ' , - ' iL i , ) r ' n t - l : g y o f t h e e x i t a s u t :
. - l ( - l s { . r :j . n t o r n e c h a n i c a l
energy
t.o drive
'I'his
t ' - l r ' . -c:c r r n p r e : i s o r a n d a c c e s s o r i e s .
is
.
t
his
t lre -soIe prlrpose of t-he turbine
and
60 to B0r,
t-rrnction ,lbsorbs
approximately
, rl- t.he tot:a I pr:essure
eilergy
f rom t.he
' . t ) n t i r \ r : ; i1t .l r r t l i t s t : s . ' l ' l t r : t : x , r c t t r r r r o t r n Lo I
, ' n ( . 1 - ( , l y , r b : - ; o r : p t i, t ) r r a L t - i i r - : l - u r b i n c
is
r j c t - ' . ' : - i ni . r r c t l l - . 1 ' t h e I o a c l L h e L u r b i n e
is
rlrivi.ng;
.rrrcl t7pe,

thar.

is,

the

nuntirrlr of

compressor

size

accessories,
and a
g
e
a
r
s
i
t
s
r
e
d
u
c
t
i
o
n
if
tlrc
I)r()l)cIlc'r:,rnd
.'rr<1
type.
i nt' is a t.urbo-propel.ler

it. occaIn turbine robor construction,

sionally
becomes necessary to uLilize
t-urbines of mor:e than one sEage. i\
r ; i n c J l e t u r : l : i . r r c w t r r r c I o f t e n r , ' t r r r r r t -; t l ) : t ( ) r y )
enough power from the exhaust gases Lo
drive the components dependenl-- on the
turbine for rotaLive power, artd t-hus, it
is necessary to add additional
turbine
stages. A turbine stage consist-s of a
row of stationary
vanes or nozzLes, foLiowed by a row of rotating
bladesTlre number of turbine
stages requireci is
r l r . t c r r n i - n e db y t . h e a n r o u n t o f e r r e r q l ' t l t c
turbine must exLract from the gas flr.:u
Lo produce the necessary shaf t h<-:rsepower. Increased torque is obt-ained by
i.rrcreasing Lhe number of st..rges.

pnct-;8.i

Nepat
Wl
tfAirijnes

Po'werPlant

cxr,n'1\Jl, 71 -'l3O

INE
SiAG:TJRB
STATOR
NOZZLEGU

VANTS

STATOF
NOZZLE

t10T0R

VANES

.-t

t:=

.-,
>v'.

I
I
--_J

'I'he vrirt:r:ls;rn;ry 1)r may

nct

ope::at-e in-

ripnnnrion

, _ . d- tD, "n o n d

l*nr .r -, ^n ^

f l rr

':F

t (fnr:

i-lro

r-actri rF,npc

l-q

bi: conrrect ed

/1na
^

of

:n^fhor

enn i ne
t-ho

f lre
.ln

nr'

. , v

r a r \ ' ,

COWSf
Flro

m:rz

L o c l - r ff e r e n t

The nunibe r o l: sha f Ls

t1'pe oI engine;
hi3h
,arl(t i r1,)(:

anll

fu qrr rv r h i

i na

t r q : r . r I rl Yl ,

l.-"'^
rldvg

s ; l i a l -t . s .
v a r i e s ; w : -t h t h e
compr:ss j-on rat.ic,
Fr.'^
Lwu

high

arrd low

prr:ssitre

lrinlr

l-rr'-rrrcc

r:t-iO

^F - Fr->r.q!(-5,

d
. i v t lr lrgi n n
u rt a

,Cn

cornpress;or,s.

F:n

enOi

nes;

t]faE

featurer an inte::merliate prrssrlre system,

another turb j-ne is in berposed be:we en
l'lre

lrielr:n,i

Fnrninc

Iar.r nraq.:llra
frinlr.-q1166

F
q q rr t! /rr fr r
r ri - n
J ,r r q

SVSfenrJ ) ' J L L I ' . . \ .

Ott

fhrrq
Sr;ln4

l ) l r ) f r t ' l l r \ 1 . -r ) r r - ; l r aLf . - p o w e r :c r l r J i l r c s ; , d r : j . vi ng L.crquc is .cler,lvetl f ront a f rr:e-prtrver

L r r l l r i - n e . ' i ' lr e s h ; . f L . d r L v i r r g L . l t e .p t : o p r : l I e r
or tire output sLrafl: to the rot.or blades
of a heli.copIer,
t.hrorrgh a rec.ucl:iotr
goar. rrraybe mec:hanicaIIy indepencient of
o t h e r t u r b i n e a n d < : o m t > r e s s o rs h a J : t s .

Slr:ft rpm, g;ls tlow ratr:, .:urbi;:.- ii.-.:L

and cutlet
t e l m p r : r a t u r e e r n o p r e s : , . 1r . : ,
ttrrbine exhatrst ve.Locit)/, ,rnd tire i..qtrired poher ou:put, nusi: aLI be t\.-,.::.
ct>nsii.eratiorr b'1 the des;igner o:'r.:.:
ttrrbine.
If the engine i,s r:quipp:e.j i.;--,h
a dual conipr:ssor, t.he 6rrol>Iem js r;.):z
cornplex than ever, sinc] the t.ur-line,
a.iso must be du,rl or "srrIi:',.
I:r r-;.r-i...
e \ / e n E , t h e f c l r w a r d p a r t o f t h e . ._ : r i : - i - : - : : ,
wiric.r drives thr: high pressure croirt)r-=.ss()r, can be siinr;le st.agerbe:cause i: =ecoj-v{3s gases of high enrrg)/ direct.li.
fr:orn the burrrer, and turns ;tt_ a ir j,1i.,:r
r[)nl :ha'ft t.he tu]:bir1e for. thr:. l.o'., [)]:.:;sLr e compress;or,, B'y L,he t.irrre tlt.r t_ t-lt.u.
gaSe:i rr3dCh t.he re,rr pa;t c>f Llrr: ttrr';.i'e
whrich d:r.-ives the lr:w pressrtre c(_-nrDl.ess()r
t.hrey hav'e exp,ancled in pass i.ng tlrr,rtrcl:
ti-re l:orr.rard part: o.t the t.ur:birre, ,rnei
ccrnsjlderrably mor:e ltIaCe arera i.s n,::ticjeC
if pr:oper work or energ],' ba.Larrcc i:; t<l
bc: m;rinLaineit . lto ,accomplish th i s, .l
t n u l t i s t , a g e t u r b : L n e i s e n r p l < > y e , : lt < - l r t - b e
sercond ?art clf the turbi.ne..

,nlt:81+

ff

Nepat

PowerPlant

ffArnrnes

cunn,
[J[

71 - B0

GASILOIi

STATOR

Pi]TSSURE

TEI'IPTRATU
RE

VELOC
I TY

Gasflorvthroughthe Turblne
/is qases leave the comb.tstion section
'rnd frow Lirrough the turbine,
the follo'"ring events occur' -Pressure
-d-tgp.L
t'-tfiot"
ti'ite
rotptt-1]-j
.g.:j-Lo-

99lS!!lfe

TurbineTypes
The design of the nozzLe guide vane and
turbine
brade passages is based broadry
on aerodynamic consi-derat,ions,
ancl t.o
obtain optimum efficiency
compatible
v.lithcompreSsorandcombustiondesign,

rh. .orrio

q.,ii.

.,r?,.,es
ano turuins

'"-r L'{a-i-r arrLr rncr'eas-eF."across e.ech

"
blades
are oF a bgg-i-c-tril-f-o-1-!-,ghapa.
Lrrrbi.ne st.rgg. 'Ihe decreases in. velocity,Tif,e
sffqpgr__ale_$rch_thAg__lhe_-!_urbine
r
I "n'nt'''r tttt-e '.t'rd 're@)rueu-pr,r-p-arr1,r-.u-nrr-er-rurpj{!s-.q
e'Q, part:
j:rU*g--e--Llre---s:ps.s-:sec-!jg!g-hrya*i.^*_
r:eacri.on
7Ty
condir.ions.
I
"naer

:19:,_:-.cl"lr!=-9ee:11:,,:9,
=?Ti
t l . . : : s - : y - l|:
! 9 . _. ry-g1.qr o
d _ c 1 r5.3y. f l - g _ c r : _ . : . I _ L e '\,

:.1:''.9!..-9;x^L!"aq-!.i"q.L.lr9p^ql1e__b.-o_r*-9n:.9:_..py
o;rch turbine

st.age.

-/

FfowerPlilnt

7'1 - 80

cx,ae'
[][[
Ir i tl rrl r/ unl JrUrI c o

-l-rrrlr
I nrt
ILll
ulllL,

i i r t - . l r t : i r r r r ; u I s c t t r r - - b . i - r r rlth e
i . ' , ) n \ . ' ! ] r - . 1 ' r r t r .E i r , . , :i r t L e l - a : e a

I I ' I P U L SiE
U R Bi I ' I EI I O T S R

nr,:z.zlc is
l;, rrrrjr
beinc

* !,ll-.ar_l]:_q*d i s chagg:"f r:c a . A s t he ga s;e s

leave the nczzle t-hey a..e expani.ed an<i
:11c-g!S .La! 9 d- r e sr.ul.Lin-<r, i n, .a - d e -cr-qas-i-i.rr
p r e _ s _ s y r . ea. n d t e m p _ e _ r a f - u r., l ' I h e a c . c eL e r a ted gases are iiirecte:d irgainst the
rotor blales.
T ' l ' r ec r ( ) s s . - s e , c t i b n a l f l o r v
area of t.he rotor is constant, cons;equently tnere is no r;ignificant
cha.ngt:
,-,' g_1,l te r]]pe r a q r(_r- p r.'Ii,S.tt. *"t_;.
I o c'.1Cy
!
]
'1'll:_tlrrnr-_ng
.tcross tn,i rotcr.
fg5cg ir;
t - i r e r e s u l t - ,o f t h e i m p r u l : ; e < > f t h e a c c e , _ e _
r . ' . r t - c l lq ( i s r l s a g a i n s ; t t . h e r o : o r b l a d e s .
In additirtn
t o c o r :tLr j b u t - i n q
tc the prodr.rction o.i tcrque,
t l - L ea c c r : l e r a L i o n o i ,
tjre gases frcm t.he irnpul.se turbine
Iroazle - aLso--louers _Lh.et:empe_rature .of
U L e .g_g . 1 e g , I n s o t n e c a s e s t h i s b e c o m e s a n
iL5, :, a, L. )Ur l! -L. .rrnr fr . L

-f nr
!f q: _ L U _
-

i n

rerirrni

'rn

F
.
- .h. e

Lurbi.ne

l:l ade ()pet:ating temperat,ure, thereby

;: I Io',ving hig.rer turbine
j-nl_et. tenf)era_.
LLtl

\\

./,

tr\

't

.. ..

l\

.'i;'

i\tN74ti;
(
- . 11
KtGt-i

/h"/ /uu

ir.t"l-

.| I /-'l

i5

-t

V.t

,. r.\
)'t. tr

- . .11'
i

?LL{

>.

-----t

Reac
t I on Turb l nr:
I n t i r . : r e a c l - i . o n t u , r b i n e t - l . r et c r b i - ; t e
: , - ; : . : . . 1' a ! , r i r r r a r . . yI r' r i r c- i o : r j . s t o c ij r . t t r , . t
l _ l ) r ' r J . l : i C . sc l t t . l r C :p f < t 1 t r : r . , r n 1)1_ r : r r i l t . o _ _ _ t . l r c
t - L r r l , l 1 1 1r9o L c r b _ l a d e s . . , I ' h r : n c z z l e h a . s i a
coltst_ar)t cross-s;ec1:ion f.Low arear
err-d
gases flow t.hrough the rlozzLe wit.h r.el,r_
t-rveIy constant prossrlre-. |:tDpgracur.e,
. - r r r <vi e l o c i t y .
The c:ros;.;-:;ectional flow
d L - c c - oi f t i . r , t r o t c r
i - s s ; r n a - L I e .a
r i the ai:;_

clrarse rhan ar rhJ;=l-T.Gc.

RTACTI O N ST I J RIBN E R O T O I l

l'r""'

t//.

/'/'/:
,4.,'/

/./,,,

:--S=li/i:"
:,,','?,,
,
:---: \,=7',2,,
l/'
,/,//

-l-.\ - -- -__-.
---\t / /r/,/n ,r'l
\\
_

oi--,r.,at'

gas f Lows ':hrough t.he react.i-on. turbine,,

-s t.urrred, vt:locit.y
t . l r e 9 . 1 - s s f _ ; a e . . ajm
in_
c t "c . r s c d , p ) : e s s u r e c e c r . e . i l ; e t j . a n . l t e n l p e r i r _
9ll{c q9:t;-rciirsel.. Ttre ac:col.er.rti'rn of t-ire
gdses t)rrough the _tuL.-!,r..lr
! g t 9 r _ . c r e a L e' s- ;
c l I - c l , l i j t -i o n v . ' hj . c i i d r i v c s
Lhr- trrrb j.nc,

rilE?;7
Qc .

[m't ,/r I

0 o'/.
t oo

l)n..t(, .*.
'/.

l7ya1ialse

I
I

I
I

_ii,-'oirr/
'-\ - $itV:.1,,

',.'l
rq'd I .

'j';p

,,.

pacE:8 5

',l# Nepal

PowerPlant

s:ffiAirlines

cxae'
[J[

l?'-ri:t ion-Impulse Turbine

i , t , : r . : r n 1 . L ;g, ,. ,t s t u r b i n e e n g i n e s d o n o t u s e
riilrer
i r l l r e i n t i - ' u 1 s eo r p u r e r e a c t i o n
l rrrlrirr.' blacir:s. The' proltorti-on of each
1 r r i . i r ci p l e i . n < : o r p < . : r a t - e ci nl L l t e d e s i g r r o I
a t ur L.irre is tlrr:reIore Iar:qely dependent
, . n i i r e [ - v ' p e o f e n g i n e i n w hi c h t h e t u r i . i r r , - i : : t ' o o p ' - ' t : a t - - c ,4 . ! _ Li r r _ _ g e n e r : a l i . ! i l
,rl;,,r'.rt 50 pe r cen-t-.,r_!lp_C!qg gi1{*5!-.p-eg
c e n t r r : a - c : r _ o _.n

YELOCITY

SIArlC PRSSURE

FiESSUiE

- - -- vtocrrY

FROI,I IOOT

71 - B0
DECREAJII
IXCITASEJ
TO TIP

AcRossr.tozzLs

[t*--n

]tffi
i I I xrl

^"o
Jl-r*r,,,rr,
I r I VILOITYUXIFOiH

"''"
i'+Lil"*^"
i llo*ENrERtNc

-_JE &

iii'

L,,z I g'ti \.

!r

("t
o!Rtcnol't

oF frow

oIRECITON
Ot
ROTATION

STAGGERAI9GLE

TvrlstedBi ades
Tip Sprccd

It can be seen that the nozzleg and-__

l - 1 ! a 1 i 9 .o1- ! - q ! e - t u r b i n e a r e " t w i s t e d " . , t h eltlqde.!- b_e!_ll_sq staggef-anglei ilia["iJ-s-reater aq !!e tip t$q--e't--!r'e f-9o!. The
r-oason for the twist is to make the gas

!a1p

\t

/
F'

/\
Hub Speed

:->/UH're

l--_---

flovr from the combustion system do equal

xork .rt- all positiohalong the- iength
t
o
_
g
n
:
vrs_lh*at
the flow
o_f the-b-lade and
ent ers the exhags,!_-syptem wiLh a uniform
a::iaL velocity.
1'.his results
in certain
changes i.n ve loc i ty , pressure and temperatrlre occuring through the turbine,
as: shrrr''rr i.n t-lre d iaqranr .
'l'lrtr "clt,.qree of react.iorr" varies
from
r o o L t o t i-p: , ' - - -b-e- i n q l e a s t a t t h e r o o t a n d
lricrlrest at the tip,
with the rnean section
Iravinq tlre choscn v.rlue of about 50 oer
ccnt-.

.--1------------>y'

t/

+
I

Enginr

Arir

r*ce: EZ
l- -.6. I

$Z

Nepizl

FrowerPlant
crrne'
['f'p,

Errer-!ry'fransfeif'rom(iasFlow
to Turb I net
'l'lrrr t-r.trl,li.nr:
dcPerrds f or it:s ,>F'eraLjon
()tt l-irc [-r';rnl;fe:: oI errer'gy bet-wr:en Lltr:
e o r r r b u : ;r i . c ) n ( l a s r : s . r 1 d L f , e t : u ! l : i n e . l ' h j s
--0tl
t r'-rnr;l:cr.iS
riei,'Ei
1,,er Le:rf br:causr:
rrl. the:rrnodyr:amic and nrechani,:aI Iosses,
but Llre nrorr: Lhoroughly'it:
is accompL i s i r r : r l,

the hirTlier is t.lre ef f iciency

of
thLr turbi.ne;'
9(J per_ cer,t ,-s ,1n appro>li rna Lct va. I ur: .

! ' i l r , . r r t l r r ' t J , r : ; i . r . ;r ' : 1 1 ) . t l t r l c (l l. l y l ; 1 1 1e- ;( ) j l l r u s lir.orr pr1'9a*=at, _Lt forces

it:s r,lair into
tht: tlj scharcJe nozzl_es of the ,tu,rbitte
r.;irr:re, becar-rse of their _cclnvlrgent
: ; l t . - , l l r :, i L i s ; a c : C e L e r a t - e d t . O ; t b o r _ r t . : l t r :

s l , 1 : e l : lr - : r s o , - , r i d r v i ii c i i , d t i . n " . r ; , t t ( l m p e r . r t , ! l r e , i s . a b o l r L 2 , 0 r ) 0 f e e t 5 r e r s e r : o n c .l
Ar-. t-he same t iflle i:he gas f lovr i:; g.Lverr
.r " :1.;,1n* _S! _lt4ri{.1 " tl_!h_q,-_d:._re::_li-er-_cf
r(r! .rtron o_f
_:l1c *r]:,rb14e__bladers. The
roritue or tllljl]:ir-q -poi_{_g-f
-qppf i.e0. -!o Ehe
t ttr-iri t)L: .is.

(lo.V.liorlr::ci--by."-tlte

-,/1-'80

SatrrltI c :
'l'frr

L r ' , s S t : s' . v h i . c h l r r t : v e n t L l r e : u r i t i : - r , :
frcm Lreing 100 pc)r cenL ef f j-c: e:rrt: --tr(,
r i t r c t c , a n u n r b e r c rt ) : e a s o n s . A : - i u : . : , r l .
Lhree- st;rge turbi ne would strf i= r a ) ,',
per cent lo.ss becau:;e cf attr:oi"-':r;rr,:-c
losses in the tur.bine blacle:;- I i:u: t lti.l.
4,5 per c:en.! lossr w<>uIl be j.ncu.rr:e.-ll.r;
aerodynanric losse,s :-n ihe nozr-'ir: c::rcie
vanes, gars Leakage c>ver the rc:r)r. cl;rj..
and exhalrst system l_osses; t:he<i: i:ss;es
a r e o f a p r p r o x i m a t e L l r s r l t l aI
.inq.
5:rrc=r>r.t'Il'rr:l:ota1
l _ r > s s e s r r : s ; u l -t i n a . n = , , t i . . r . t )
: f f i c i r : n c ' y < > L .3 2 p . - , r . c ( 3 n t -

ii

ii
l.

tr,.'

raL(),. ol:_ <;as

lf !)r! (ur(l tlre _eJ]9r_5yy_t;.11q-agq

-o_-f
- !ltg_ ges
f 7 gl1, y e q n t , l r e - - i n l _ e , t _ _ a n < j - _ _ tq. ruet ,- l e t : . o f - . t j : r e
tt' r-i).]
!._-rb-!,:lSjg-f-;s(), ,L! t--he enr:rcJy i.s
. r I r : ; r r r - l ; r l ct ,l : f f i c i e n t : 1 y t h r : w h i r l i ; i l . l . b r :
I (\til()\/()rl f ::otu t:lre !,l,its s t:.:(_.aln :;o t.hcl t, t-ltr-.
i.l()r.' a: ei(it_ f rorn thc tr:rbinc
wi II be
substantitilIy
"srIgr.q{_!t;-n9,i-oqt,ll tc g*ve
an axli1
,systern,
I _ . ! : " _ t o , ivn - [ 9 , * ! f 1 e . ' e x h , r u s t
hl.ycess-Lve re:sidual_ wi:.ir.t- rr:duces
Llte

ef f rcirincl,- oi'-tne u*ir.usl;ysLern

and
aLso te:nds; t<t produce_ jet,L_,.pipe_vibra.t,j.on
w h i c h i r a s a b a d _ e f f e c l _ o n- l : h g * e ; h a u s t
cor)e supportr; atrd stru:si .
'l'hr: force
dcrzeL>ped by erach indjv:-du;il
bl;rde j.s sma_il, but when. l-lre forces
t r o r n a l .l t . h e b l a d e s a r e s t r r u r r r eu
r iD , c o l _
s i d e r a l-rI e d r :_v i n g
g
u
_,r,il _q,qVe_lOpe d .
_t_o{q

r n I a r g e t rarislxrr i -ji r.-r e r:.*_gfi!_rur b**

in e--s
( .lt)- 50, 000 porrnll-_t1:llypr g-f-e,s
sl,_.-Er;--

t'-r;r'..1
r-rr: tluv,,: IQpcrl.,l-r.> .*911
;11 t-l.e erj r_,p_Utnp
ing

t :1;tn1-'o1t9
en g c- -of -90, 0 00
|,1g- r ",s:,
iI! __Ll
] g___f
: ; l r . rl l t

horsel>c,wer .

,,;W Nepal

FowerPlant

'esry/4irlines

7.1- BO

,n

TS
c0r'1P0t{[N

_ l.(Ll*Z;:T;3

SIIAFTS

=zDISKS

SEALS.<

BLADES

I NLET N O Z Z L G
E U I D EV A N E S
llt**t.^
TI ru rr r hv r ri r n
o
v

fv nv rmr rnv nv l^l g^ lhl L+>^

STATORS
q, - 4 v I

HOUSiNG

Function

' l ' lr c t u r b i n e a s s e m . b l y c o n s i s t s o f t u o
I'he Lurbine nozzles have t
.
'i..asic
after
the combustion chamber has
elemenLs, t.he stator and Lhe rotor, oFirst,
introduced
the heat energy into
the
,rc riops thp comoressor unit.
mass airflow
and delivered
it evenly
to the turbine
nozzLes, it becomes the
Or-^+^job of the- nozzles to" prepare.--the-mass
JLdLUI
a i r f I o w f o r d r i v irr-q. -!lr_e-__t*Uf_b
i,n_e.._r_o-!*q
I .
The stator
element _Ls_k3gyq_by_e_ v-er1g_!y T h e s t a t . i o n a r v v a n e s o f E h e t u r b i n e
!i_1aqes, of which turbine noz7\e vq-n-es, n o z z l e s a r e c l . r t o u r e d a n d s e t a s s u c h a n
the most com!9]f1ng*gglqg*rgl*er_jre
angle that they form a number of small
rrrcnly used. The turbi-ne nozzle vanes are nozzles discharging the gas
at extremely
I o c a t e,I d i r e_9!._r.y._g
!.t o -f* ! [e_ .9_qnt*-U*s_!lg
?
high speed : thus,
n9_z*z}_e_e-_o-n_verts_-a-!!e
charnbers and immediately forward of the
varying
p_orJion-of*the
heat and pre,s.ggfg
-"-***-'-'"
f r r r b i f . e , _w h e e l .
4
e-::::?
ncrd\/
n
r.r o l *-n ,
r._ f:y
:
i 1-t/, . I!e-rgy- j{.1}c_n*can-.-then
be conve r ted to_ meqf-4nic-al_e-ge-fgy
t h r-o. . ,u+ q
h the rotor blades.
'

- The second purpose of the turbine nozzLe

lst:__qe-!lgS,,t-_!!.e-sc_s_9_9-!9-,.q--sp_e-ciiic
angle in Ehe direct,ion of turbine'wheeI
t,rlot-i
orn-Lhe
hlade
;ozzle " m,r=t ut.relgrhine
p"s*s*uy
rhfls-j-E jt,sgiU
."tqtin,J,
. - *_
J::::;a:az=i r, is esEEntla l:- qq_"_g.1gljLe^_Lq:_Ll_!Ig
c . ; e n e rla. d i r e c t i o n o f t u r b i n e r o t a t i o n .

P,rCe89
\

WU Nepizt

Plant
Frcrwer
cunn,
[J[

7'1 '- i0

I U R BI N E S I A G E :
5TAT0R/tioT0R

(F --l-,

:\rr4
\
\
\
\
a'
<('

\
\

rl
ti

I'z-

\\
'-41=.
-'-.4

"[*

Comp
resltor-TurbI ne IIatcfri ng

I f t h e r f , t q y ! l - r r o q S , h- ! h ? n o z z : I e c l u i r : : :
var.es-.is tg,c.-.1ow, t.hen a back pr-ess..:!e
m-qf
r.r1 f 1^:r t 'rart
i^^ j --.
of
the
Lu::bi-wo9ld caltse lhe compresior
Lo -stal.l*,'
'i-.n.,-.i;;..; lil;; ;; ;; ;;l;.',=.,i:5+err'
.surge. A tor: higlr f .Low would c;ruse th_e
rurbir,er,iri. noC;a;Fid,;ii.iii ne,;i_
cornpr:ssor_bo _cJrcrke-,In eithrer c:onrjj. _
efficj.ency.
I f t h e a r e a i s ; t o o r ; l n a- llnl ,o X o
t j-ons a los.s of ef f:_cir:ncy u'ou.Lit vr::-iz
the nc,zzle vril.- h-tve a-Eeid.rtcy to
r-:nidlrr
nn^"a1{_! 9ge__
rri =t T h e f l . o w c h , a r a c t . e r r i : ; t i , : s o f ' t h e t u . r i : i - n r :
ef t.t e.4fr?y*qtd 91 ;9 1111,i''l=
operating
cc)nd.r-ti,rns. tfre t;;:tit.t.-l;;rl; "
must Lre r/ery carrfu.LIy matctred vrj-th
area is defi.necl a.s t.he t.otaI cr()ss.-sectltcse of t.hr' comtr)re!tso.c t.O obt.aj.n Eire
t ional a.ea oi tfu--h"".tlS.*-l**rages
t
n a x i m u , me f f i c i e n c y
trnd performrlrice of
-----------.-.-_lint thrcluqh the
. r t t l r e i r n a r r o v , e s t , p '_--:-----l
Llie engine.
t,urbine nozz,Ie., I L. is caIcuI irte?f-b\Zturc.r:;ur1ng and ardd.irrg t.lre are;rs t:etrveen
individuaL
n o z z z L e c t u l d e v a n e s ;.
'Ilre ar:ea
of

thr=_turbire

n c > z z _ L e si s

the

PAGe:9O

\W Nepal

FowerPlant

{Airlines

cxap'
ATA' 71 - B0
I U I D TV A N I S
I N L E I N O Z Z LG

I N S T A L L A T I O NSTATORVANE
VAIIES
I UIDE
I I I L E TN O Z Z LG
i NSTALLATiON
):'.
'@

->
-\-Z

'4
/-^^

+,'

t^

nn

LUII5LI ULLIUII
' T ' l r ev a n e s o f t h e
LrSSembIed

tg

t@

betWe--

Fl-ro nrrl-or...l

,;t,rouolo; ;dss-rn-iG;,;.r'
Al.Lhough the

acluaI

elements

inne1.

* ffL.
may ,vary

:; I i.ehr ly in q!9rl---cgl!:.99.*,!!el--e"9

('()nst'-ruct ion f ertLurg.s , tlrere is onc

(:llaracteristic
peculiar
to. all turbine
rrozzles; that is, the nozzle vanes
rrrr:st be constrtrcted
to allow for t,herr r r ,lr. e , l p a r r i l o n . O t - h er w i s e , t h e r e w o u l c l
I'r.

::(\v!rl:rr

rl.i :;t:r'lt'1, i-ott or

war'1>i ng

o.ll t-ltc

metal components because of rapicl temperatrlre changes.

nozzLes
The thermal expansi-ort of turbine
is accomplished by one of several

methods . arc_ me$ed--n-q::-t*t.t9:*!hsva ne s b^e,Lrrg---a

s-s-embled- loo se-Ly-i n t he
:lP_gg-Ltj$g*inn.er*and--orrter't-llf
-o--99:";
Another method of thermal- expansion
construction is to fi.t the vanes inlo
inner and Outer ShrOudS,. however, in
Lhis mr:thod the vanes are welded or revo f-c:d

in to

oos i. t i on .

Scrrne 'lrr'i\rrj

lnu!il'- lf I

Porrver,FEeint

EE
('A:c,l

SFf (.6 trDt .

NoLzL S

r ^JTE:R.s-r4a7
s.AL
lloNcY cogb

\ir,

\N

( Oa)t,NC
uNrtOtO

,,-.---\/id:i t!_:i._.'_-t
tlter:ef c,r:e, e.:,tlr::

shr:ouc ;inq
qzrtf,r arri-q

--:---_:-:-::-,

rir

!_qr,t.iLe_.,aL e.xpansI,>n ;
: : : - - ; . , . r i t t J f i - i r-er : ci -r ,r *: ir, ,,:i_,

j.= ,;-in;;
rririi

-*-:-:,:.*.--l$

Ll lc

s . i t ' r , e , i : :.
Se gtne:r :.:

f!lq.:- :_q!f ig j,q,1i-Lexp;l-s-!:

-q f

-r -- F: q q

'I'lre

:r

r.i:

Ft

...-.-ril9

Oi

tl)C

rv

-ro'.,,:. L I i
ui', t-

Vctt1t.S.

nozzie gu.ice v.anes a:-.: usitai i..' cL

h o l - i c w f o r m a n i n i a . 1b 3 c o o l . e c b y ; , : s sj.nE coilDresqor oe.l_iv=rv air t:hr-r:ur:,:
,:hein co re,iuce t.he efiects
of hr<,.h
t l ' ) . j r m a l s t r e s s e s i a n c _ rl t a - s i c a d l : .

j srnrolvnirr
I CIi.I
i I N:;TAI_LAT

-t

l
I

Nepat

yIu)E:92

Powerplant

T''rrrnes

cxae:
{l{

Z1 - 80

S I N G LS
E T A GTI U R B I N T

sltttouoEOTlPs

BEARING.IOURruAI

S I D EP L A T E

\i

Rotor
'fiie

If..f

rotor

element- of

. rhe rE

the

Funct 1on

turbine

section

:A

ffi

F I R T R E ES L O I S

i-

for

the

rhe is!__sases-lserllqs_lh-e*tl:!.]:g

q9z-?-+.g
o
h
r
e..
-Lq
l
r';,
i;'!'j,
rFrne
ffi;=
l i;
".d
"i;Ld

; "".t-;i;;
: r-sg_q.!_r-qoatrn":"1;lrnr"""]=_*i*r=*ssplli_
:_..
;:.;::*"SiL:""iffi
tusar loads o'l--!"9:1rp11",rrg91.,--.9rd
?t-_q"'.'"
lempera_
'+-*rs''r!--E.igE:-.-ryg_##a.
jlffiil;*h

, i.".'g!t,

e-.

*g.t*etre_-T-q_i'e!-S".
;;;.q,en r Jy ,
-t;;;"iJ.u,u,u,.

;;;
:Y":o
be .::7:::,
";':
conrrorrecr
ro il;"-#;iiJ"ji"llir.",
----^"s
within

safe

limi

vl

ts.-.-

PnCe:9')

P'owerP'lant
f

(.1-nnr-

.r J/Atri:

cxre,l{J'[ 71 -'80

Tr

lUl(UIi\l:

r'/i')YJ'-iv

lldL,AJ$.,,fi

ffi/;*'It
't$ry-#r(

2=:-:
i

I
i

C onstruct
lcn
turblne cll sk

There: at:e rrarious nleans to

r e l . i - e , r e r, , f t
feast peirt:LaILy, ttre aforement.ioned

The turlcinr: disk

, . . , ' j ' , 1a: n i n 1 : e g r a l

5 Lresses; . One such me;tns

is tc
co':liltg
air: b,rck on Lo [.lir: f acc
- F v ^ ^ ^ ^ -

i : a n r a < : l t i r . r c fdo r g i n c _ y
slr;rft or w.Lth a f langer
to whj-ch the shaft. may
ber b<>lt,:d- The
dj_sk also has ar,rund its per:irneter
pro_
visi-on for the aLtachment.
of tire.:url:ine
blades.
The disl<: rim :-s
to the hot gases
rn;;;;;;;;=..=i:I!.999d
Jerrrrr9 Ltlroucln t:ite blades and aU:;oriF
-heal:E.
-EF"
c o n.onETde
r a5f e
om
*=i;
" ";=
t rom Che tufbine
h I , r t oc F , , ,
conou9!.ion. Hence, <ilslil-i_m
telnperatu.re:;
nornally
ar,.. hj_gh and r,rei.La.cove Llie
t e r n p e r a t u r e : ; o f t _ l r e r n o r : t :t : e m ( ) t . e
inner
portion ,cf r:he disk. A:i
a re jjult of
Lhese ternpe::ature grad.ient:s,
tlr:rmal
:ttresses ar() a,icel to tllc
rot:JcionlI
t
: i t .r c s s o s
I

@-F

;fi, *r="=r="rojtffi'

'"

,I
UA

-1.
JA.

, \

b.ieel
o j. l_::,:

Another rner:ho,l of
r:el.Leving th,e tiier..:.,1
s - u r e s s e s ;o f U r e d i s k : - s
i-ncidenCill t;:
bI,rde inst;rllation.
A se.:ies cf cyro:..,es
or noiches,
c < : n f , c r n : i . n c rt o t . h e b l ; r c i e
ro<tt Cesigrr , trre broac:heci
i:r t.he -riil cf
t h i : d i s k . T , h e s ; eg r o o v e s
erttitch t.r.e i:L:r_
bi-ne blaCes to the
di.sk, an<l at. the sa:ri:
trnre ripa:e is provi,ied
by, tire ,rotchrrs
for. t.herrnal expansion
of ther d.i.sk. Sui_
f.icient
r:learancer e:<j-sts bet:yet:n
the
clade ro<>L and tl-re
notch to pet:mrt ffic).re_
tnent- crf Lhe turbi.ne
bl,ade wh.en the di s,il
.t.s cold. Du-ring engj_ne
operatic>n, ).yD,ar)_
:;ron c f the disk decreilses
tf,u .f ,r.,.o,r.,"
ilh i s caus;es t.h,eblacle r:oo.t.
to f rt
t-rglrtly in t-ire disk
rinr.

'1iffi

PAaEgt+

Nepal

PowerPlant

ffiEilAirlines

71 - BO

cxee:
[J[

; I I i i I I I N I B L A D EF I R
i i . ] 5I A L L A TI O N

S I I R O U DTTU
DI I I J I NUI L A D T S

-/\

(t

v/\
\ L O C KT A P F I XI N G
D i dUU5
'i'rrr:i>.i.ne
)-.Lades may be

either

forgecl

SHROUDID
TURBINEBLADES

or

c ' . i : ; _ t , ,d e p e n d i n g o n t h e c o m p o s i t i o n
of
r irc .-iIloys. Most !,kides are precious_

SHROUD
KNIFE

t,,: rrcl f i 11i--1.l_r;_g_5,9uld

_.1::
:;lr,.r
pe .
I ' l r r . r r r t . L h o do f a t t - a c h i n g t h e b l a d e s t o
-iJ_a_e"
*i*t lqq tur-bine disk
;;;A;;bi.
i t o l -i , r n c e , s i - n c e t h e s t r e s s i n t . h e J i i f
.rrt>unrt the fixing
6f=in tnl ufiao i"ot
lldq

in

^i .m- ,nj , .ylvr t r! n f -

ho:r.i

nd

^h

+L\^

mL^
L r . r g rr i -r u l s^ ^_^ ^pJe e o . T
h e _t 'r f,r : i- r- - t r!e e ' ,
f ixing
is used in the majority
of gas turbine
, ' r i gi n e s . T h i s t y p e d f f i x i n g i n v o l v e s
!'cry accurat.e machining
to ensure that
ilrt-. Ioading is shared blr aII the ser_
: - - rt i o n s . T h e b l a d e i s f r e e i n t h e d e r _
r.tl_'.ionswhen the turbine
is st,ationary
.rnd is stiffened
in the root by centri_
l - r r r 1 , ' r ij . o a d i n g w h c n t h e t u r b i - n e i s r o t a _
i 'rrr;.
'l'ir('l)1.-rdes
are retained
in their respec_
i i.ve grooves by a variety
R I V E TF I X I N G
of methods;
r : r ) i l r { ,L ) f : t l r t . m o r : e : c o i u r n o n - i j n e a ; f e * l o - k t r l , l : ;l r r c l r i v r : t i n g
l ' i r . - ' s t -t u r b i n e s
a r e d p e - 5 ra_t- ; " "t h" "e" ; o u t e r
l ' r ' r . i n r ( t)- q r o f t . h e b l a d e . r
;
s t . r - - o n c lt y p e c a I I e O
s
h
r
o
u
d
e
d
t
u
r
bine
lttre
-ul-3*9-"*i,]g:^-314J:p:*9*re!--,cre*-+-c-9er-trj:.gs
is somet.imes used.
s
h
r
o
u
d
e
d
t
u
r
bine
ft'i"
I i g h t e : r s t a g q W e _ . i g h t s ;- o n
. and permits
,follL.l b,llrl
lrlades,
in ef fect,
afq-und
-Lhe other
hgng,. ".i t -Hrn-i-ts- t.ur*b:lne_speecl
--'--=**------tllades.
t'lrt'.orrtcr perimirt"t--of= tneI";;i;"
a
n
c
l
r
e
q
u
i
r
*
r
*
o
i
u
'fltis
l-inn

.....'..^..'.__--;*.*64e'G+'*'';

r r l r r . r lL .

l:x"'!i"l} "

irnpr-oves

ef f iciency
.****l,+-j$i.-**

% : . .

drre to'

- .

"r'

\Wl Ne,oa,r

EEEilA irlines

n*et9l)

ProwerPlant
cuan'
l\J,[

j/1 -,t]{l

rl 'nr) I Arr
I ur\D I l\[

SHAFT AND COIIPLING

/i

W
\\\i
\

,<

(.
A.

\i

ta
/J,

\
\
\

l10us i ric,

Slrafts

II

I
Unrcin^
I rv JJ i I I\..t

'f lre cu rbine

si-1i,,fl is u-sual Iy -f
Titel rt:maining
+ l fr . + ; + ! e l l
el,lntent to be discl_r:;=:r_.1
trotn arllgll-.::.!_S_:ll. rL rnusr Oe
c o r r c e r : n i n g t u r - b i t - t c f a n ti l - j . a r . i z a : , o r .
Sqr:qQlg_,"-t".
.:j
. * q: qf-b-r rig -t h e- ir i g h 1-,rr q u e - t q-a-q.__tn,.._a
c e L s i n g c r h o r r s i n g - l l r e - ! u r -_
!_l t h e r t t r r b i n e
g r e r-ts.g-Ifr-el _"e*-ltsirvy_*ax ++.!,:
-,,...;:e r: i
f_1.o,1,_
_qorqpss_5.;. ?1-!.9_9gt_
$g,-9ft c l<>se s the ru::bi ::
:
sor _r_s-_s-!-e_f
ted.
o4zLe vi.ine assenib,L.r,a :ri : :
'I'h e s lr a
1l!:_Lltu_.rl
f t _ i!_ql,
] tt! e,,lg_ql-+ e-rl.*o l.*q..g1 s\.
titne- girzes._either (iireitr{- -or
thq--qsr!rg*
(used on rlns-51.age turbines)
or -l.g
ri n
l 9d il rr q
e,:9ctt* - gs-uU _ p p ! ; r t t a t h e s t a r : o r , 3 j - e i : 3 n t s
i . r o IE e . d t _ o t h e c i s i l s . I h i s m t t l t o c i
q ,e. ,c. t. -r 'i io^ l, ir . ITtF; r l-r ;r-, .. ., ....... :. ; i , a
rc:_
c ff t lhf e
c t lrrrrrl b
l i i nncr -: s
l:.t:;
(luircs tlr;:L t.he slr..rIl_
ir,rve a.hutr wiric,:r
flanges
.rni t:ca:- Lo:
;>rolrir_icd frrrnt
I r r at c l t e : s a . r n a c h i n e c l s u t f , r c e o n t f . e
ctis,<
lcolting
t:he assenijclrz L,c Lhe cc::::uls; tcrr:
1 . , r c - _ e' f.h e b o l t s
t.frco arrl inserte d
i' -- hr :r mq li rl aurs !
!l -l ,unu, ,: .j -I in g^ and
th,3 exhatUs:
coi::
througir hr>1es in t.he sir.rft hub and
( l S S e m DI y , r e s p e c t . r v t : l y .
an._
c ; i r o r : e d i n t a l p 1 > e dh o l c : s . l n t l t c d i s k .
'l'lre t-Ur.'birre:SltcrfL
r r r u :L: ; h . r v r = S C l u e t n e a n : j
S I J A F TI/ S
DK - l l U B
I o r a t - t : a c ] r r n e n t ,t . o t h c , c c ) m p . a c s s e r r c c . o t :
T
E
D
B
O
L
C
l ] N N E CO
I .II!
lrrrb.'1.'lrisis usu.rlly,rcc:orrrltJ.isltcd
by a
s1:Iine cut. on tlrre forrvar.d t:ncl of the
siraf L. The s1>!111e_.!i-!si.nri> a couplinql
-,_,r,,,i,..,=rr,,i-.,i:i[;;:.-I i 1 ' 1 r . r c ctiE t r . , i " r , = f *
irirre sl:.-rft_s.

'&

Nepat

PowerPlant

i r*{Airlines
ir

cxne'[f[ 4-80

li:irre Stress and i'iateriais

. i - i )i n r r i ; a r e : ; u b j e c t e d
to bot.h hiqh
' , . i ' r ' :l ; . r n t l l r i o l r- t -:-.tjlpe_r(-l
cu.res.
I.liglr
_. r
i - l : ; t ' t ' : ; t t ll.t . !-tt.
i n lt
h jj.gl-r
. r t l r-cl-.r.uEri
.
f
ii;

l:,, _t'1':,111
ugel! !_o-qces
1,.,I r''it rI r; (_. o f _!_r q I r t_qqp g I q g_r=95,_
!
_L3_{_
r]ntsL ,_()p(a.l-q!
L._c !or;g !-9___!c1llp-q-!qlgrc

' ,;iri r,:;. r,'trl_!!1

, - ! f 1 c 5 c _ e 9 5 ! g _ 9 , ,,,i I l Iower
i r r r ' : : t I c r r g l .l r o f L l r C c O r r : ; t r U C C . i o n
mat.eri_
"'
.rurUine
, i r:ro(l irr trrrbjnes.
UijA;s
: ;r,l l,) (rlr,ln9('
lrit.ulr :;Lit_;ltLIy wi-Llr con_
I i l r . i , . r ( it i : ; t ' , S t r a i g i r t e n i n g
towar{
low
'l'ltr'.r'
, 1. L : : t >1 1 1 1 1 1 1 . r tC; O
;': i , it.
iiStOrCton Or
l , ' r , ; r i l c r r i l r r . ,J r v l ri - c . ' l t i s _ l p q o * r 1 a S c r c c p ,

:*it-!it,-1!i:relt=q-Lb-a_E--qh.e--!_l-:\le-_s_Ll_el"chesor
'ih j"s condirion
is cumulative,
_::"1?::l:1,.
' 1 , . l - , t t { r( ) [ c r e c . p b e i n g
d e t e r m . i n e r lb y
I ii,'

I ' r ; r . l i r ; t p . i t : . ; c tol n

tirt:

t - u : : bj . n e a n d

: j r , . i r i ; t . l ro f t l i e b l . . r d e , w h i c h i s
: ' ' : : r , r . lb v L h e t - e n p e r a t u r e w i t h i n

Lhe

deter_
the

I 'lli';i;ro.

'i'ir-ir
inc tii:;ks, Iike turbine blades,
' i . t ' l ' , r L t :f o r . r
s.etisfactory
Iength of
r . . , r . r - ! : i i : q1 - i f e w i t l - r o u t r e a c h i n g t h e e n d
L\i til,- r;sefuI cr:eep l.ife of the material
.
, \ t r r , i n { ' t - ( \ , 1 , i (it. n t - r r r - l r i l l ( o, r r L r y t c 6 p c r A _
iur.,.' !nLrst be accolnpanied by appropiate
t r ) , ' r ' { ' (: ;1r . s .j _ n n t a t e r i . a . L L l r i c k n e s s , a n d a n
'.fl'l,.;1-1yn5;q.
oI= t-he cooling
airflow.
; r 1 . . t ' r t - : tm c n t i o n o f s o m e o f t h e p o i n t s
t'.-ll.,c consiciered in conneciion
with
t ' r r - i ti _ n e b l . a d e d e s i g n w i l l
give an idea
i > l - 'f - i r e i m p o r t a n c e o f t i - r e t u r b i n e
entry
I,'li[)el-ature of these contponents.f^&e_
- I ' I , l : , . i , ' = _ , _ * y " ! . ! t ol *o9- r i n g r e d - i r o t ,
muse be
, ! f-lrrl,l _er'to*uqh tma
f

1T,ir,,_9ss__t_o_.re-!_ati"il;i:fiil-=pe"eil]
l.,l ;rcirr I els h 1-1js__9rll-y**-Ltto
ou nc e s..--ryay*-e)<
ej I
a"-v-er
-!.wo t,o1.s-e.-t lop *gpe.eq,-1l_q
l.-Lt-'e'J--cf-..
_
i I irrust
L,[,s_tapd.

the hiq,h- .b-qlding loaas

-rvi
'n
,i 1111c,i . ]rV t]re..c-1g,1
qg. p:odyg. ct-,u ony
' l,,,ill,.,.L!ld.i-:_.
cr_I.
- t-urtti no ltorse-pow6i n6ces_
;,1r.i' t11 dL irrr-' Llrc- c:orni)r-e-s_s.ori3)_Igdgq--'
n n r : : l , . r I s ob e r e s i s L a n L t . o f a t i q u e a n c l
I i_r,.r ;rr.rI. - - ti i I no r
--s_lfegl s_o_!_Lt_n!_lh_efl
f',r r !_._s1y1i,9',r:
-Llre_i1t--f_
Lur:ncg__.of_
bl;h- are-

( j ( r , r . ' n c, y rF rl ,u, ^ct sc, ,u- !ai ^c- -, i g - 1 _ s - i: n

!L^

t.he gas conditions

, i ' i ; i a h a ' t -n r i t s C - ? r s ob e r e s i s r , a n r . r o c o r -

T
lllr; iol anci c,xidizgg"n
lr) sp i l_e of aIl Lhese demands, Lhe blacles
rnrrsr- be made in q maLeLial*-.th-at*_can_-be
,r c'c rr r,-r t c,I y*_f-O;6mqd_an-el_.ma c h i n e d
..by_,-cg f 5 e n t
i r rr.r r r rl - , 1 ct - u
. r i n g r n t :h - h o c l s

From Lhe foregoing.

it follows
that for
a partj.cular
blade rnaterial and an acceptable safe life
there is an associaLed maximun permissible
Lurbine entry
temperat.ure and a corresponding
maxinrum
engine power. It- is not. surprising,
therefore,
that designers are constantly
searching for better turblne blade maand improvecl merhods of bladc
lgllals
c-ooIlng. .

l'/.'{illl'-t}'tt

PowerPlant
cH/\P:
,ATA
T U I TI B
NT I]I.ADI:
C R I E PC I I A t t A I ] I I. ISI tTI (

'ZI -'l3Ct

l r J t i iIJr , l I l ] l - A i r t
CRiTICAA
L RIAS

---

tl***C.
oorttrot
rr^\o*t,
TI,

\ D T O U T L EP
TR t : ; S U R I :

,/i

1=;==
it

-flr|

'';',;:,"
\
I \\
|

-:f
' ; 1/'"-r

rI -

-l-H

--/-

B L I \ D EI l l L i l P 1 1S: S t I F :

l\

''==\
'JF
la;l:,;l;llN \

i\\

'

rl

,r!I
d

<

i*"1

lql
L--__

t,

TI
tl

I
I

I
I

_l

II

PowerPlant

71 - BO

orne,[J[

I
\

0r,7rn

2N O.STAG E
VANE

rn
ttJ

ine Airfoll Cooiing

nozzl_q -g,u,i<i-e--vanss
t'ir,: iurbine
: . 1 - r , i , . q i ''r r--r e r : n o S e d - - . t o - - t h e m o s t
-e
Y :
-:-jjl
": r . : i : i \ . r r . . 1 t - r l l - r . . -:
:l_'"1:: -,-'.'

f6

nornri

l'

f lro

and

rotgr

sevefe

Frrr[ineS

l-O

in the aclvanced
High pressure turbines
L^^L-.^l
^^,,
k;
^Lr
l-rrrrrrcc
Frrrlrnf:
a I1,_e -[!g!-ne 5/
p_a
g
n__by
s
g
y,
r
r
r
nn
o
ro
Ee c
:*Lqf_Po_!
^u n
n. : r . _
! s6Lr t F q

u r i r h l - - . qi 1 t . Y . , _ , .. Y ! i

f- Lrc) 'm
r )/ .ar ,: r. rtA^. fL sl lr ri -oJs. . .
r'L

in

l.he.

. r ; ' ! r l : a t e a t g a s s L r e a m t : m p e r a t u r g s - - y - ! } _ c - h- : " 2 4 - O 0 . . t o2 3 0 O " F , . r , a n g e ( 1 1 0 0 t o 1 2 5 0 ' C ) .

Various t.echniques in air cooling of
,,':-tj1gl9l_llgl, !!9 'u!"rial,s 93L norhas
turbi.ne vanes and blades have br:on der r i . r ll v t : o l c r a t e r
col.tsiderable
ef fort
v i s e d an d a I Lho ug h _Lhese--.grea L1y'---i+l-r',','ll 'lc,'voLcd irr titt: dt-'vctloptttenL of ad". .,t :' _r rru-_,i u' , ' i qar n
hr r ir Yol i- lrr ll v
r ur i

a
! ! rF
^ vt r:ui ' e
re iont

r-ooling
vvv

creaqed

i no

ooeraf

tffmneral-llres

are

en-.

f es qfq

r:i,--f,itocls of
hardware.
tur-'bine
]-T-;--"-^"-"'r__r
c
o
o
l l . nI g- ; " ; F tC ) t { U; 9_ h _ g_g l n _
r il ir.'lrI)' OeSI9n,

pla{e*..q1,qEaI
cg-111-r,tered,

to l-ransfer: r . ) l - , : r L r r r pe a r L s w a s l i m i t e d
r i r r r r c r f _ _ l 1 g 4 r -[ r o r r t . . f r i , g h . ! . e n ] p q J q - t l I e
' r rr l r i n r - r l ) a r ! . j i - t e I o q r t c : m p e r a t u r e p a r t s
i " ' ' ( : , r n ( l u c L L - g > -w
! ! i, r i L c a i r c o o l j - n g w a s
r ig!!-q,i_!_"_.!Igwine
cggl-..?.iI across tlre
Tfti;'
:.r.:.'of t-he turbine iotoi
disk;:

coor-ed btades li.gJ1l..iL..e'1l_sl-199.

9{ "9;1rr.!9r
g:.rgns

l' .r'o- n t - t - ^
Y.:.-

IorrpI

I'hree 'forms

q..equa!.

of

air

to

coq

and b I ade s ar e*--g-ss4;

.thgSe

O.f,..,-un-

tl.tO:-ld.^An'G.g.

n:lg!y-*S-5.

":$-g.L
dependinq on the level
combinations,
-gE_S.e_=!*e-qtp-9-f-aturesto which they are
'rl,ll:.,,-_q_(1v_qIrc_e_q.!glpifr_"__1i_t*lgglilg_. s u b j e c t e d .
i,.chnol.oqv utili.zes
ltollow
ii.!;rzle vanes and blades.'

turbine

in

lr-

tylcE:,ig

rcoe. r',

Bgtr Nep,al

PoutelrPl;ant:
cuap,
ATA . 171-' i30

TURBI NI COOLI NC FLOI.I

SI A T O R A I I IS
7''-.
*\-.,-r--t
t:L'

A;'."'-.11--,".

o,

il lflI

l,l-

tl

ll:l1lril
!-

l,;1
lll
r"it
iil

.1[r,

_J
lt

lil .

1{r
T
1,1
\l

=::-

TURB
INI:

il

l-,iil1
J-*lll

T=1s,
li/t""

v
(--'

)-,

*;*-

I t 0 T 0 l lB I - A D I S

i;ilir.I

ll i
lr'

ti

T7-*

pAGE:100

@ NePal
rllirlines

PowerPlant
cxae:
[J[

C O O L TTDU R IBI { E
NOZZLT
G i J I D EV A I I I

( a ; u Livct.t,tl
9gfg!_t&!__C_o_o_l1ns
Cooling air flows inside in the turbine
vane or blade t_hrough serpentine paths
.rnd cxj-ts through the bl-ade tip or
through holes in the trailing
edge. This
form of cootring is limlted to blades and
..'anes in the area
of lower gas tempera_
Lures.

I m p l n g e n i eC
no
t otln q ( h " u )
)

fr,rpingement cooling is a form of

con_
vection cooling,
accomplished by dlrec_
tirrg cooling air agalnst, thc lnstde
surface of the airfoLl
through small
rnternal
hj-gh velocity
air jets.
Im_
pingement cooling is conientrated
rnostly at critical
sectlons, such as the
J.eadins edses
.n. vanes and Orul"".,
:a

Fl lm Cooilnq

l\( v*y! lLYett t'*1!"

is

conc.e_rned

t:y". or cc9-lltl e-i11s___fgrmed*_!y

1l"
q
r r ec t r n9 a+rf, r__o!
_.f-rs_L:t'j.luiq*t-he--ai i _
foil

ch

ro4ls--"qgg.

Thc ..quit-ea or""n"

each local
a r e a o f"i t h e
airfoil
is establishcd
by tlre pattern
of Cllo ltolcs.
Filrn cooling
r c _ , r l u c t _ . sp e a k m e t a l
tempera_
cooling

air

over

lrd tmflg
Tfg_sraaien rs*,-CrleicUy
:tft
maKrng ',he use of higheitri6TiE
inter
tc mpel.aEu
p"r siur-e,'nd i;-#ie rp.
r_e .u"9
p r o v i d e f o r g r e a t"rer thrust.-to_r+eiqht
ratios and, ovcrall, more.aircrafi.
efficicncy
from the fuel_to_energy con_

version

process.

,-*Lt

CL*z cf'

t lq 'fii., )-

A;v f't-i'^+ t'''iJ'L )

Filn cooling is a process whereby

a
layer of cooling
air is maintainld
bet_
ween the high t.emperature gases
and the
external
surfaces of the turbine blades
and vanes.
Of t.he -Lhree forms of air cooling
des_
c r i b e d, ;_I g_c_sel!!s._ _i s_ r lle-*mg
s_r e f f e c _
airflow

V" trt t

COOLED
TURBINE
BLADT

7:l - BO

. rnGt:: '101

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trry/4irline:;

Planl:
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f\l'[.

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PowerPlant

*B*Wr4irlines

cxne'[J[

7tl - 80

N O Z Z LG
E U i D EV A N T S

m^rtlNo
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[Tl\

71 -- 8i0

AFT FAN

AIR ]NLF]' Y

)/

N O Z Z L E ( ; U I O EV A N E S

nvGsTAGt:

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:iINGLE-'iAGi:- J:Ari

T}VO.5T^GI:
H I G H P R E S S U RTEU R B I N

Aft FanConflguratlon
O n a f ; r n e l n gi n e , w h e r . e L h e f a n i s a f t
(rear) rhountr:d, the b'lacles forming thel
fan pre:serrL an ,rddition;rl
t,hermal problem- 'llhis; is btlcduse Lfre <>ut,,:r portic>n

c,f e:acir blace eperates in a <luct l-iirough

t''hich tr)asses a cool air stream, r*hi.le
the inner pcrt.:-on operat.es in t,hr: rtrorrnd.I
gas st.r:eam to etxt:ract t,he energy !ic,r accelelrat:in<7 t,he fari airflor^'.

*W Nepal

PowerPlant

4 irlines

cxan,
[J[

71 - B0

tt99.

Exhaus't
Section
'['lrc

iuncLion of Lhe exharrst system is

to direcL Lhe turbine discharge gases
aft
to atmosphere at a velocity
and densitlr necessary Lo produce the required
t - i r r us t .
'fo
achieve oot.imum thrust
frorn_a given
g
a
s
e
s
t
i
r
e
.
m
r
r
s
t
b
e
e
x
p
anded cornIr,rlr.,
j-n a laminar,
r-rlcLr-'Iy and dlscharqed
' . ' L r(rr , . x - f r e e , . a n d a x i a l l v - o r i e n t e d
f Iow.
' l i - r , - 1 s s 6 " , t r l i s i r .t.h e
the turbine
Iatter,
:iu[)l)r)rt- structure
is equipped wit.h
c- I '-: -^

,tttt.ttLtJ

^!e!'i!F
)L!uLJ

rnd

center

exhaust

I
Turblne Exhaust
't'lrrrexlraust

cone
exlrtrust qases di
converts
r::::::::TiFffi*1'.'

them into

It consists
of
an inner cone,

a n o u t e r -sf h e l l o r d u c l - ,
ft?u6-"r
our radial

ri-oirowstruts or-ffissary
_.nu

support.ing

the

inner

cone from

ru.Ls in
the outer

exhaust system at velocities

frorn 750 to
l,2OO feet per second, but, because velocit,ies of this brder produce high fricEion losses, the speed of flow is decreased by diffusion.
This is a&ornpfirit.a
ny having an ii5reg:4g--passage
area beLween the exhaust cone and the
r'_--.outer waII. The conel"aLso prevents t.he
e_xiigu q t - qa s s--f id*'*t ro* I
... o, = -!h.
"
"qrear face of the Lurbine disk.
It is
usual Lo hold Lhe velocity
at the exto a Mach number of
haust uniE outlet
about 0.5. i.e. approximately 950'feet.
per--secJnA. Additional
losses occur due
whirl
velocity
to residual
in the gas
stream from the turbine.
To reduce these
losses,
the support struts
in the exhaust unit are of airfoil
shape-

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'I

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,ne r:adj.al st.ruts actual.Ly nave Lwo I

f unc t:iorrs . Th:y not orrly sulport
the f
i n n c r : c o n e i n t h e e x h : r u s 1 :d - r c t , b u t t h r : y
o:rnt L<l rinrF,ort:anl: f unct-ion of "
.rI:;o p_e-r:f
cras{ls
stra:-girt.eti.Lng t.iie'srvir:Iitrg',ex53ust
l.earre bhe'turbi.ne.
thatr wor,rld ot,rerwise
;
at an arrgle.roE-,.approxjjmal:el.!r"'45o:
1'hc,:enr:raIly lc,cat:cd irtncr cone fit:s
r a L . h r : r < : l o s e . I y e . g a j - n s r :t f r e r e e . r f : a c t - ' o f
the turl>ine disk., [)re\/enting t urtrulr:nce
of tlle (lases as thely.Leave the,turrb.Lne
w i r e el . l f h e c o n e i s s u i > p o r t e d L , y t . h e
r ; C r u t s . I n s ; o m r :c , l n f i g u . r a t . l o n s a
radial
smaI L hole is lc,cat:ed in the exit. t.Lp
o f ' t : h . t :S e l , ] 3 . T h j s f r o l r - . a l . l o w s c o c , I i r r g
,l i t 1rg_lf:i_r +_cu l-._$:rd .-1111 _!l1g* 4l_t... etrd
of Lhe cone, where th<: pressure of l:he
gases i:; n:l-ativell'ltLglt,
intc thLe
j.rrtc::ior: of the corre and consequent.-[y
' ! - . - - - J _ - '

agrainst the f act: of the tu::bin'e '"'h=,:1..

Thre f low of erir is pos it:ivr: , s:-;:c:e Lh'e
- r ' ir r r r e s s l r r e a t - t h e t u r k r i n t : w i - e t - . 1 .a . s
r : cIra l : i v : I y
I o w _ < l u et o r o - L _ a , : i c - : > : . : , r c
'circulal._io11
* f , _ 9 - . _ r . ,L' h u s e L i r
_ - i s t : s ; s - . : r er j .
,

,--J*--'--

Tr lhs r e

t aJ es J,
\Cr q

5S

USald

'^r

.nnl

i nn

l-he

i:t-.::t-f.e

wfree l- w i I I re t-u::n to Ehcl m;rin 3..ri,:: r>f

f1.ow by passj-ng through t.hr: -cie.irc;irtc'
b c :t w < : e n t h c L u r i l i n , : : d i s l : a r r d L : l t : i : l n u r r
Tfre t:xh,eusL con(: assembJ.y ls t-::t: te.rnti'3Itc::113.
ne.ting ,romporrenl: of the ba:;ic
T l - . e r : e m , r i n i n q J c < > n r p ' ) n e n L s ia : : e u s r r ; . : i i '
cons j-de red a j-rf ;:am+ comr)on{lnts -

pace:1o5

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B-WAirlines

PowerPlant
cxae,
[J[

71 - BO

EXIIAUST

g
(s.5-paoss
U
STRUT

T U R B I NeEx H a u i r
CASE

B E A R I N GH O U S I N G

T U R B I N EE X H A U S T
D U C TA N D F A I R I N G

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PAGE:103

@ Nepat

PowerPlant

prf,Airlines

cHne'
[J[

c?l^'

71 - BO

DRIVE
GTARBOX
-(i

ACCTSSORY
GEARBOX
l' 6e,-r,rc tw'

t2-1t ,

Accessorles 4. trt*r^^r,.
r\ccessories for ;^tttr{1rfi?

2 { e c +;c.l

6 0r.,...1"
Cl*t'/*rzt

tXFrf"', .un

be divided into tvro caEegories:

. tirose driven by bleed air taken from
t.he compressor section of the engine
t
. hose driven mechanically by an accesst>ry drj-ve shaf t and gear box connectecl
,li r-orF
- l rr Fn the turbine shaf t I'he rneciranical connect.ion from the t.urbine shaft may be through an enginemounted gearbox or.through
a power takeof f shaft to a remotely gearbox.

Accessorles
Alrbleed-Drlven
From gas r.urbines high pressure a:.r is
teadily available
for driving aircrafc
accessories by means of air motors or
air Lurbines.
Compressor discharge air
at high pressure and Eemperature is bleo
from the engine through Ilorts proviclr:d
f.or t.his purpose . The air is ducted as
srre-h.
a Source of porver for operating
hyCrauunits,
items as g:!-conditioning
reverser actuators
lic pumps, and thrust
as--tie.ll' as various mechanical actu.rtors
within
the airplane.
Air for cockpi[ or

fyechanlcal
ly DrlvenAccessorles ;;':1,";;:;T:;'il: ::"i::"":;::::::,.
The other

method of

driving

accessories

^r
aI ^5 tu- .y, ,u, .r^e- ^c^ u r su
r - a- d i r c t , m e c h a n i - c a l
drj.ve operated by gearing-Tioil'tne

< : i ' t n i i r r c : ; s o rt t t r : i r i n t : d r : . iv c s l r a f t . n c c e s j :;()L)' (ll'ivrlli al)rl acccsso!'y urountirrg pads

are pr:ovided in an eugine nrounted accessory cirive gear box ctr: i,r a rernotelyr u t o u n L e dg e a r b o x . O n s o m e E u r b o i e t
e r r <i1r r e s , a c c e s s o r y p a d s a n d m e c h a n i c a l l y
powered drives
are a.l-so provided
in the
engj-ne nose section.
For dual compressor,
axial
flow engj-nes, the main accessory
drive gear box usually receives iLs
power from the high preseure compressor
drive shaft.
The mechanicaL method of
drivj.ng accessories
is used for t.acho-

T
g ! g I _ F ,g e n e r a t o r s ( a l t . e r n a t o r s )] I E
i-*'-;'-,'

dI?til"19. P-gmPg.r f.trelrptrnrp!.

. t n : _ ;( . . u I ( : ( ! l l

w.r t e.r

[ ) u i l t l _ ) : i,

and. j.n sorlrc,

Tire amount of

air

avai-tlUte

for

driving

accessories and for ot.her purposes in

is usually about 3 or 4
tire aircraft
p e r c ( : n L o f t h c l p r i . r n ; r r y e n g j n r ' 1 i r f l ( ) , t 1.
l)o'$/er ext.ract-iorr is obLainecl" onLy at- (r
rcduction
in enqine output and fuel
^4
consurnpLj_on.

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eryAirlines

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71 - i3O

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sembly includes : a.,.br:aring suipport ;1hgqrs.rng,'whir:h must lte s;t:r>ngIy const::ucted
(rnd supD()rted in orcier to carr)' tire
radial
and axial
lo;rds of the.'r:apj-dl.y
rotatrng
rotoru.
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j.riLor.Lhe bearing . hor,rsing .and.-mary hav,a "
ar'sel.E-a:l-'ig.oing,=fea.t;ure' If a trear-in,;
is self-aIi'lning,
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tirus allor.'incJ the
slraft. a <:er:ain amount. of radial
srovr:n r c ' r . r rt v- i C h o u r : t r a n s r n i t t i . n g
stress
t.o l:lre
be.rring j.nnt:r race.
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by a nrhchrined journal. on the apprcpr:Late
s h n f t . T h L et > e a : : i n g i s u s u a l l . y l o c k e d i n
l ' ( r l ; i l i o n l r y . t : i t . r . r r l : : l r . r p r r : ; i , r rogr, o t . l r t - . r
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t'-:-L/

Thr: rctor
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{ I 11 ! ] I I ' l GI N S T A L L A T I O N

NOI T
NUI4BERS
REFERTO EXPLODED
VI E I .O
I NT H EL E F TP A GE

71 - B0

V#

lPowerIPilant

Niep,al

Ei9Airlines

r:xae,
fifff

71 '- X)

S e aI s

h'cusingutual'Ly91nta!"1o1'!
rhc trear'iw1
seatii t-o Prgvcnttl'e oi[ Lutt'i4g lrs'mi'W
r r , ) r ' l t , - t J 1 : r ; . r l : l ct l I - l ' I t : t u '

?f

Q, Vr* 4+.{,, -

I { G A i I D SI A L S
F A R I i I GI I C l I JI S
';UI.1P VFIJI

a'L-u.-c M*l

' 4i.r

tc^i

LoiOh.

'lt n t
/ ili

hct. tJ {v-l

Lttca

f.-l

It_

_..---/\
, ^ ' , r' l
1(.

:
\l
\-L
\\','_.

:-!
OIL JEI

-a \ , /
\\ \):
\\\

N).,

:r''-[

)
l1l
)

al

1C,PPt

t"/ !

rxl'
2l

'{,

\::., -i

il ii\l+
{t.i}

t":\
- :"

jit,iil

t_
cAvrTYr)R^ltl
0 8 . , \ l tI

L--f;t

c.

uril-.:-tl .

L a i r y ' r ' i n t lSr e a l '

'ljr,'

oil. :;r-.:rls nral' lrc .:,rlt,zrj.ttL.h

or tlrreltl
'l'ltc:;rtSr.-.,-rL:;
t i r , . l i r ; , - r . )i l : ' " | , . .
also nray b,:
l ' r , ' . : : ; L r - i : : r ' , I. t - r : r r r ir r i r l i , : : , r r - r i I I c . r | ' . i n g
r l , . r ' r , : t i r o : ' o r n p r c : ; : i c ) r -t -; l t a I t . T . l ] o t _ L [ r i r r L l r
' : , . . rI i t : r r : : t , r I l 1 '
lrr(,:i::rlri;:eti, ltuf. tirc
; l rt).y ort l.(1v(]l:::e
l l , ' l r r ' , t t l r , : r I , . l c : [ : , r t r r c :i r; o
llrrr:,rtlirrrJ t'o sl.c'[) oiI
I c , r k a t J c . 1 ' l r r : : - ; rf:w o
t - . : ' l . r ' r : , o l ls - a l . s a r o v e r : r / : s i n r i l a 5 , d . i . J : f e r ilr,J r.rrlf i r tltr,:i'ril :;i;:r. ,:rntl titc.t Iat:l:
I l r . rt I l r t , l , r [ : 1 ' 1 -ni f . l r : ; r . ; rl i : ; p > r - r ' : ; srr ri ; r r : c i .

.\rt\n

Lcl I UUt I

a\^

OC;C I

A r : o t - - l r e rt - y n e o f o i L s e a l u s ; c d c : ; : s { ) : : , { )
o I t i r e ] , . a t -r' f c n q li . t t r : s i . s t i r c l c r r r . i : c ' n s e , l !
' l ' l r e s c s r : ( : r L s< f r e r - l r ; t i ( - r i . l ys ,p' r i - n , : \ o ; - : r . i , : ' )
and arc sirnil.ar: irt nrateria.l. airr! a[:!;1i'-:;.l - . i O n t : O t - _ h , :c a r l ' r - r n l t : - r r S | 1 p s 1 - 1 c , : r i i n e l , : C i :triiI r i c ; , L l r o t , : r : : : . ( l . r r l r o r r s r - ' aI s ; r , : : ; i
":r'-ta
sea-i-e'j
ar srtt'I'a<:e .prr:vi<lt:cl to crcat-e,l
q1roid;
t h ' . t s , t - - h , e< > i I
br:'ari ng cavit-y
i . : ; l r r r : v c r t t - : ' : d f ' r r . r t r t . l e a k j . n 9 4 ; t i t : . ; r l c 1 1 1 ' 7l - l t r '
: ; l r a l " t - i . n l t ' r t ' . l t r : ( . : c ) t r t l ' ' r c i s c l r i , i . r f ) ' . < ' , ut ' r '
f . l , e t r " r r i r i r t , - .s o c t . i o r t .

AW Nepal
flAirlines

prwe:116

PowerPfant
cxae,
[f[

L A B Y R I N ISHE A L

SEAL TOOTH
K N I F EE D G E

CARBONSEAL

h<u rt ef f eolrz.
w d L
\ccersrr4 \e*n %ox'
qvA L)Q^:e. *"*^p Ays V4-,tl V4*1

- f\tsl
urc.t)

C A R B O NS E A L

S E A LR I N G S

B E A R I N GS E A L
SEAT
S E A LR I N GH O L D E R

71 - B0

amEl118

PowerPlant

, 3E Nepal

tu##ryAirlines
^-

!- trl^

tjL;,r\tl\U

crrae,,
fiffi

I NLG
AN
T /I C O O
S E A LP R E : J S U R I ZO

RESSOR
C()I'1P
AIR

Bearlngt-oollng
bearin<J is the mos;t
The extraust turbine
poi.nt in a gas tltrlubr:ic;rting
criticerl
bine engine bectluse of ::he high tenrpe-Enginesjlr
raLure norma:.ly presentcoc>lcoolincl is us;ed in addiLiol't to oil

;;;--t#G;',;;i.hE
rrrY

. 1 - -

u.rr,

!ss5--..)

ep,*t'

--5r'-

-_

th. G-

p_!n_e.
reThe use: of cool.Lng air s;ubr;tantially
t
(
)
t
r
e
c
e
s
s
a
r
y
'
o
j
I
o
f
q
u
t
r
n
t
.
l
t
y
t
t
r
e
duces
provider adequate coolinqJ o.[ t'he bea'rings '

ir,

71 - BO

Nepal
lirlines

PowerPlant
cxan,
[f[

SQUTEZE
FILM BEARING

ro 8tAI|NG
t u E r t c Ar r o N
-

EtArrNc
ourtR rAct

S E AL
A S S E M8 L Y

71 - 80

Squeeze
Fl lm Bearlnq

ftto

UNDERRACECOOLING

P,cEi 11?

On soqre engines, to minimize

the e5fect
of Lhe dynamic loads
transmitt.O
f=orn
tlie rotating
assemblles to the bearing
housings, "squeeze film"
type bear:ngs
are used. These have
a small clearance
between the outer track
of the bearing
'and.
the houstng, the space being
filted
wlth feed o1I. The f llm
modlfies
e.:e
radial motion of the rotating
asse_hly
and the dynamic loads transmi,tted
io the
bearlng housi-ng, thus reducing
the vi_
bration level of the engine
.rrd th= po=_
sibi-llty
of damage by fatigue,

PonrerPlant
cxre'flf,fi. 71.- 8Ct
ReclulrenrenIs
for

-[urblne
Englne

I rrFrrl
r.nn{-o
LUUI
IL,dIILJ

Ther:e rre marly requireme:nE.s fcr turbine

oi 1s, br:1. because of
eng:-ne lui>ri,:ating
Elrc srn;rll nunrbCFof urovi-ng 1:art.s ar,d t:hc
cnmrrlat6

ilhcilnno

nF

racinrrrn:f

^i n. r g

nrOtJ.OO

tlte IuLrrir:a[,ion prob]em:; a:re Iess cornpIe:< irr the Eurbine eng l-ne tiran in thet
rtrr-inrnr-.r.-in,r
cnoine.
B{}catlqe
ctF .-c'r-ioror-,ef ino
r r r o l -i o n

qonr-tr

nf

thg

nIuS

tfbt.lre

use of ba.Ll ,rnd roller

t>ea::inEs, the
turltiner erroine uses a letss viscous 1u-.

'I'lrc nrany requlrentcnts

fclr Isilrlr:cLt:ltlu
o.ll.s t::oils are n:.et in the synLheti::
fo:: tu-r:;inr: en(::v,:Ioped specl.fir:aIly
a-ln e s . S-yn,l.:[etj. c, rr: i ] :hgg$:_g*;in:i:p
I L ha s
a,lva n Lag e s- orr*qf,_pg !-rc,lqgm;.ojjBq:sJ:Endency..t,r,.d.u*_g,!lrl*EggI_e_r$t{d..
c r2ke " a a d d g : I .. !q lgg nc y; Eo eewrpo.rla.te, a r
Iri,gh.,!,ernperaLu_rel IEs pr:1nci::aI
clj.st::vanE,age is that
lt tendri:*,t,oeirL&;steror
r emove, pa i n L, wh r--re eve r-:L L-*is;:sp tj..le c .
Pa in L.ed'.su_rlt_eiqe:i_1;_hcq
Id::bg*rloerlr,g
|1331
w.i th,'. a, pe t ro 1.e urn, s,cl v ent;a,q;.;.r",.liliJl,jij
gt, .
.,----=-'

Tlrerr: are marry r-ypes of sy;r*retic:

g;i=
turb.Lne oiI end these are Ina::ufactut:=:
T h e t u r b o p r o p e n gi n e , w l r iI r : u s i n 3 e s s l n - L o r L g i d s p e c i f - L c a E . i o n s , . b ' r t o n . L 1 , t i : : s :
tial-Iy
ther s;rme type of oi-L as the turspec.Lfied by the engine ma:nulF'acEurer
bojet, mu:;t rrse a higher v:r_sc,rsityoi).
mrrst be used.
beceLuse oi: the .higher berar:-ng_pt_essurs
S,znthetic oil. for '3as turbin: .encin:s
i.ry!rydu9g5ib1zthe_hislr!1_!-eade{ propeI c;rn be nanufa.cturerf fronr any of s;evr:-=-.
lor
rodrrai'inrr
a,:arinn
d-Lfferent bas;ic materials,
such 4s \/31::tabl:
oil,
petrole,:m oil_, ,endl anj.mal_
Gas turbine e:ngine oil nrust fr,rue Jl|i"n
fats.
Since s:ome of these mai-er.lals :::,
rr i qcnq
i l- rr
rF vn r'- ay, o e d I o a d - c a r : r y i n g
dUifiiy
not r:ompatible wit,r one another,
anci
but mus-t ell-sci bli o F Gu-r- t ic iFnl:Itliin
s:-nct: s'ynthet.ic oi.Ls of diffe:rer:t.
mri..:-.
vlscosit.y to provirie gocd f lorv .Uif ity.
f :rct.rrre are not ner:essaril'1 ier:Lv eC i:::;
It nrust also be of{{ow vol!$r_U!la tg.
the :;amr: base, even though they nreet :-:.=
prevent lc'ss by evitporatiorr a1: the high
sEimesp{lcif icatj-on,
it i.s :Lni,ort-ant ::
-a
-r
a iElfuza=--h
t-'rrh :fc h h e ng j. n e,;-E: era e e .
ensur:e t.hat synLhet:ic oi.1s pro,luce,l :;
In additic,n,
t h e o . L I s h o u l c l n < > t : l o an
di.fferent manufarcturers are r:et rnixcr:::
anci should be, e:;senti,ally n.onciesl:ru:tive
j.rLdi:;cr.i-minatell' u:;ed
j-n thr=
tcgeLhe:
to natural
or Sl'nLitet.i-c ruL,bet: sr:aLs
S('ne en'lin ? .
in the lubricat:_ng syrjtern. Al:;o, with
,l-'ls ;v Q,
high-speed antiliric:tir>n
bearirrgs, tire
w(+,1+l i' )r , . {-a*1 Li .; |2 L,
formatirrn of car:bons ()r varnis;hes, mrtsc
be held to a mirrimtrm.
AII gas turbine oil-s rnust, ret.a.in their
Dtlc {
I r r h r i c : -- -i .n. a
n
r
n
'
: r-,;)ert:i-el; and be res;is1:ant.
I
co-o'[i.E.iZation- ;.d-irigii iemperarures . The
{
I
choiJe- of a luEriceLting ,cil is, ir,iL:LaIIy
*
d.--ci,lcd by the loacis trnd opera t,irrg l:emt,
I i ( l r A L u r ( _ . sc f t l t c b c a r j . n q : s r n c i t _ i r c c l : f r _ - , : t
i
tllat. tll(: t3mperat.ure vriI.L lrave on tire
,?
:t
viscr>siLy ,rf t.he oil.
Spr:ciaI Iaborcrtory
{rryr U.i_Scc::
a n r l < : n g . j - r t cL c : j t s , r r r - . t _ l r r : r d
. r, : n c t c ; p r . o v r :
the:;uitabi-liLy
of a p.rrt-ic.rIar oiI fo:r
a specific
en,line ancl r.o as.sess tlie
c x t - e n t t : o \ v l t . i r : l l i L d e t . e r l _ o r , _ r L e sa l t c l t l r t :
corrc>sir,'e r:f fr:ct.s iE nray ha',re on ther
engine.
nr

I /.A

J,;.. o?t -

4'f ,L^d'.sro.

PAGE:12O

{M Nepat
.

PowerPlant

Airlines

qrnp,ATA 71 - BO

i i r t f ' o d U Cl ot n
Oi.l irr a gas Lurbine er)glne serves the
and Iubricating
i - J r . i r p o s eo f c o o l i n g
the
b c a r i n g s . A p r e s s u r e o r I slls.lcrn*ssEr.l gs
trtr-

oi
I
r i i r o evl L
- I uu r I
F^
Fl-l
L r l e_points
vv
where it
i:; nccdcd. Tlrcse are Cire cornliessor
ancl
l ' r r r : i : i . n eb e a r i r r g s a n d U r e a c c e s s o r y d r i v e
:;iraIt, bearings in turbojet
and turbofan
t'ngi.ncs, and, additionally,
the propelIer shaft bearings,
the reduction
gear_
i.ttg,
tl"
t
o
r
q
u
.
t
n
e
t
.
r
i
t
r
turboprop
".nd
"
The fY@totE
-cl)g-r-!e'
gcnerally
used is known as a calibrated
s)'stenr because b_qq\_,bcgdlg_ hai its_oil

The following
component descriptions
in_
clude most of those found in the various
turbojet
lubrication
systems. However,
since engine oiI systems vary somewhat
according
t.o engine model and manufac_
;
turer,
not- all of these components will
necessarj.ly be found in any one sysLem.
,

-,4<---

sp tr lgu] 1y_9er' _tlqU_eq_!y a_gCF breled

19

orifice

which

Lruw ar arr
Fl^"

-f

pr-\'irloc

Fha nr^^ar

engrne operating

-l1

^-^i-

-^L:--

---

oiI

--

speeds.

Both wet- and dry-sump lubricat.ion

systerns are used in gas turbine
engines.

bTne engines

are

equi

wi

;yl'Jet-surnpengineF store the fulricaLllS

oil in the enging prop_e_r,w!rl_e_-dfy:
s ir,1i
rp _{-9jn c'_g1e1_I :i-z1 a n 9} 1ge{ tra I r a n k
mounted most generally on the engine or
sonrewheiEin--the'-aire-raft structure near
.i-=_._--:-

f n e e n q r - n e.

The lubrication
system shown is representative of turbine engines using a
dr-v-sumpsystem. The lubricat,ion systern
is of a self-contained. high-pressure
design. f t consj-strs-of the eress-ure,
'-s c a v e n g e , aa n c ll b rreeaqQl tgl le _ r s u b s y s t e m s .

rfr"E--gr

e'-9v uleqjegplLe

si'g4:!glb-q

r r r .irr r . . * c . r r g i r r c , . , l r: iGnag s a n t l t o t l r e a c c o s _.-_-sory drlves.'I'IIG: scdvnge..system.returns

rh-E;of r,-----.
r.o-t.he,;;ef;;*

onrIEnp.

rr is

connected to the inlet side of the pressure oil pump and completes the oil
flow
c 1 ' c l e . 4 b r e _ s q h e _ r- s y s t e m i s c o n n e c t i n g
the inclividual
uear:ing -orpEitm-enti,
iir"
-_
oil
tank and the accessory qeaibox.

P/l'GE:121

L ,i.u).

Sgtr NePat

PowerPlant

1i

EFAirline9

GR,r\V
I'Ly_ftLt=-^

7"1- 80

CHAP:
ATA

q l l . Q T YX - I 4 T R
t N G I N i .G I : A R B 0 i
P R E S S U fR: iEL I -

t:iv/rrl

Z.-V.

i::.iA l-llR

P U I ' I Pi N L i : TF i L T I F :

v-'|

i,:rrlil

R II*TELL[R
anrnriie

L-*'
PRES;S
URE
IIEL1TF

PRISSLIRE
PUIIIP;.

(crnnIYPE)
v'

:;iAliltlc:;
OTHER,
FR0l4

'!IALVE'

FILTER
BYPASS

o 1'.k:7v"-t

Q:l l*p

, - : t!:u * k
t

I'IA INOtL I- ILTEFI

(,acc ri/n-l

ql,lI Tn !

FUEL/O
L1
H T A ]I)ICHANGTR
lreu^t ntn 1-'r"-tn^
0l [' TIll4P.iBU[BJ,
Locu'D;

])-^<.
V { 5 b7 t , * r t.ef;\

P"t--'
Ca7 | Ja-

O IL P R E S S
;
X-MIR

t' t,

<" -

C HI P D I i T E C T t ;
Qnrrrn

Llw

O I L P R I S S5 NI T C I I

.$
BE/\RTNGS
I0 0Tr-rER
BIIARI NGIIOUS
I NG

7l
CafoJP'{1,t'l' ,>
SCAVENGE
PUI'IP
( GEROTOR
TYPE.}

"'dENepat

pAcE:
12a

PowerPlant

E*tAirlines

cxne,
[f[

71- BO

TANK

DEAERA
IOR ASSEMELY

L{OUNTIN6

0l I Tank
mounted on the
tank is usually
Tlre oil
unit or
engine and maY be a seParite
gearbox' In allpart of an external
to allow
=1'=t"*t it must have provision
and drainedl
the st'stem to be filled

t9
@dipsrick
be
t
o
c
o
n
t
e
n
t
s
s
Y
s
t
e
m
a r - r o w6 o i I
-Tiei
t
lre r t he
e
oT
.Ler-cAn
c he cicc'd;-Therfil
type
ing
i
1l
; on
q riliTt:t-;r
Prcssure f
strrire r-'ttgit'tt? s ,

bo t-h t-yptls

are

f i Lted '

'fl're oil
tank is designed to furnish a
bo the eng ine
c ( ) r 1 s t . a l ' l ts u p p t y o f o i I
q
j
.
n
g
any aircraf L atti Lude' -f'hi s i
rir.rr
pqEi!=l.Y-e
a
clonc- by means of barf les and
aPffi
v@allo"s
aisuTe-T-Fositive
Y!-13-:::>-'
AIT-;il-

flow

of

tan!s-,are--prov'ided'-with

oiI

Some tanks also

t@-aj'i-from
to
;-reirned

t h e - t o p-u;nttit
-oi

the scavenger system.

affi"tan"
oil

enters

a de-aerathe
E
a
nk by
the

incorporate

a-. a tangent.

Ehe-a-detYPe in which
The air

relea-

sed is carried out through the vent

system in the toP of the tank'
A sump dr:ai.n is
of the tartk.

located

at

the bohtotn

- lr, *n:rc*
-

!c.^-At

Wa Ltq

?'

tt

to the
-expan-

tnir alrows for expansion

i@.-tt,e-Eif
after heat is absorbed from
of
the bearings and gears and after the
oil foams as a result of circulating
Ehrough the sYsten-" . :';"'"
"

PAcF-i.12'

W$g Nepal

ffiA!rlnes

PowenPlant

crne'[J[

G R A V I TFYI L L I R
F I L L I RC : A P
A N OD I F S T I C K

.rt.

r+td"
rr_^

.1. a1. u/
-)Y
/
\ -

SCUPPEFI
I]RAIN

DEAREATOR

a
G R A V I r yC H E C K
V,!'LVE

,.r lL,

$r4.f\*t

7t - B0

pAGE:121g

PowerPlant

cHae:
[f[

71 - BO

G E A RT Y P EP U M P

PUI' IP
RELIEFVALVT/
PRESSURE
REGULATOR

GEARTYPEPUMP

0i i Pumps
Tire oil pump is deslgned to supply oil
to Ehe parts of the enunder pressure
Many oil
lubrication.
gine that require
p
r
e
ssure
o
n
l
y
o
f
a
n
o
t
c
c
n
s
i
s
t
s
l)u:rrps
supply element. but scavenge elements
as rvell. However, t.here are some oil
pumps which serve a single function;
supply or scavenge
they either
that. is,
t:hcl oil.
The nuntber of pumping elements,
depend
iror,ir pressur:e and scclvengre, will
o
f
the
m
o
d
e
l
t
h
e
t
y
p
e
a
n
d
o
n
IargeJ.y
e
ngines
a
x
i
a
l
f
l
o
w
cngine. For instance,
w
l
r
i
c
h
n
l
e
a
ns
s
l
r
a
l
"
t
,
Ir.ryo a lorrq rrlt:or
w
i
l
l
be retlraL more beariltgs nornrally
quired for support than on a cenLrifugalthe oil pump
flow engine. Therefore,
elements for both supply and scavenge
must be several in number or of larger
fn aL1 types of pumps, Ehsr
capacity.
rq.ea,:beffipumPr
t
*M@lwicap*ErwtshcPs*surse'},emsr

@wt

The pumps nray be one of several types,

each type having certain
advantages and
limitations.
The most common oiI pumps
type,
are t.he -geqr type_ and gerotor
where the ggq1!-yqe, !e]-{rg- the most -commonlv used. Each of these pumps has several- possible
configuraEions.
valve in Lhe discharge side of
A relief
the output pressure of
the pump limits
to the pump
the pump by bypassing oil
pressure exceeds
when the outlet
inlet
Iimifu
AIso there',is-a
a predetermined
w
h
ich causesi.thf
slraf L, shear.:isection,
r
i
s
h
e
a
n
'
sltaf t: to
l f : : E h e , p u m P : : t g e a r s ' s: ,h o u I f f
5erze.'

\'

O+ING

Ot,TLET

FILIER
ELT},{EN
I

FIL;ER SOvYl'.

tlll Fllters
are art impor tanl: p;rrt of l:he
ion s)'sten:, rsin(:e t-hey renov(l
t h , r t n a y b e i n t h e - o i-l , '
pa::ticles
-ir'rportant
in g",t
par-ei;ulef Ly
as very hi<yh t:ngJ.ne spet:ds arer
turbines,
ty;>es of
and the aniifl:iction
,lttaineC,
ball anC r<>ller bear.!n9:; would becorn<l
r l a r n a q c c lq t r : : t e r a p i d l ' 1 1 ! : I u b r l c a t r : d l r l t l t
( : o r ) c a n l j . n a t < : do i I .
Ai:so. thcrre are ustlal-'
t>r core pa!:sa(res
Iy a nunbet: oti drill,:d
p
o
i
n
t
s of lubr:lcafiortv
a
r
i
o
u
s
Icading to
' l i i n c e t h c s e p a s s . r q J c sa r ( l u s ; u a l J ' y l r a t h e r
s n r .Ir I , e h c ) / a r c e a s i l y c l o g t q c d 'rhere are:;everal
u:;ed
ty;pes of filters
the lu,cri<:ating oil. Thc
tor f iltcr:lng
t:lcments c,:me in a varir:ty of
filEering
r:onfiguratj,ons;. Sinc,: ii: would be imj-nclude ev(lry tyFe, ()nl)/
1>ract-icaI i:o
l:yp:s arc rlisr:ust . l l e m o r e c ( ) n m c ) nf i l t ' - ' r
.ii I Lers
Lubricat
for:eign
'rnG1E

scd.
'flte componr:nt:; of a typ.lcaJ, main r>iI
inc.ludc a housin<;, vrhich h.ls iln
filt.cr
i.ntegral rr:lierf (or.bypilss) valve artrf,
el-ement.
rrf course, the f llterinq

C ) n e c o n u n o nL y p ' e o f o i l : : i l t : e r u s e s a
replaceablel la.minate,l paper elementr'
sysi=:assruch as thr>se used ix l",dr;rulic
Ln another type the fiLi:er element is
made up of a series cf ltpacers and
is macleup of a
sicreens. This f ilter
s;E.acko mt:tsal. disks co'rered si'iEh a
s;crecn and scparated by sp;lcers so thilt.
t:he oiI can fl.ow tllrcugix tire sicreens
pcrt of Ch!strainer
;rnd out th(: outlet
body.
used ats rrainlcil
Another tyl:e of filter,
:;cro lncr cr>nt.alns a f il ter.lng element
vrhich is rnade of stainl,ess steel.
hrypass: valve prr:ventss t}.t- oLI
llhe fllter
li low from ):eing s;copped lf the fll.te-r
elenrent ber:omes clogged- The bypass wal-ve
operis whenrsver a certain
Praes!iu!e dj-fferis
ence across the i.nlet and outlet
.--'hcd.
I f tlris occurs, t;he f ilteri-ng
ol:!
)n is lost:, erllowing unflLcered
--.r:j:i
r pumped to the bearings.

"'

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'
, itrp,tt,ffi** r

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Nepat

?{Airlines

PowerPlant
oran:
[J['7,1 - BO

**d/

@
r 4 0M r c R o N

40MtcRoN
15 ftilCRON

rh-LPgs:g:g
ilgg
across eirher
the filter or rir'e syscet is
gg _!V i Oif fu_
rential
pressure switch. gn l"crease
in
E.ne pressure
difference
is shown on the
indicating
system, thus giving advance
warning of a blocked filter.

F I L T E hI N S T A L L A T I O N

Eacl'r of the oil

filters
mcntioned has
certain
advantages.
In each case the
filt.er
selected
is the ,:ne thaL best
meet.s the individual
needs of a part:-_
.cular engrine. The filters
discussed
generally
are used as main oil filters;
that. is, they strain
the oil
as j_t
Ieaves the pump before being piped
to
the various poj_nts of lubrication.
In
addition
to the main oil
filters,
there
are also sec-ondary filters
locat-ed
througrhout. the systenr for various
pur_
poses. For instance,
there may be a
finger
screen filter,
wirich is sometrmes
used for straining
scavenqed oil.
Also,
there are fine-mesh screens, called
'

blaseha'e'dl'wM9&**fti1mhkp

he
ay

5.

ELEHENT

*yg' Nepal

EtE/A,irlnes

lPowerPllant

c'rrnn,
fiJf\ 71 - 80

i XTC H A N G E I I
FUEL,/HEA

ruttourLtl
ll

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O I t T T H P IR A T U T T
TRANltItTTt T

tltt

L'I1

OIL OIJTIFT

.-/
tY

Lrr-l ctcl,rrs
are usetl ir-r the IuL,ric:at.ing
:i',,siL.nts r>f some i-url>i-n,: eng ines; to rt:"-tc, ,-lrrce L.ire tetnperat:urc: o i the oil
a
1j , i z . i f - ? \ ' q l r r - t a b l - e I : o r r e r : i r c u l a t i o n
i ltr-ott'-;it l;ire-' sybternr. 'lhr-' ccolinc'
mCdi.rlln
itilV Dr,) l:lleI or al.r.

lr rJUoL l: r Lt Uot r

v A t\ ' [
Otr Er.pAsS

t\ Yn UnUt o
rIUI

F
irpL/Oi
I L/UtIWLL

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T h e f u e l , / o : - I h e a t e x c f L a n c J e rc c ' n s : - : : : : o f
a s e r i e s o J : j r : i n e d t . u t r e s w i t h a : : : - - - .l e t a n ' J o u t l e t p o . r t . . T h e o j ,l e n t e l q ' : : - :
inIeL port r ulovr-rS
arcunil tite f ue' :'-''eS,
an,i gocs out :he oiL c,ut--et pc=t.
In ;r
c c l s , o f t - l e a k a g e . .w i t h i r r t h e c o o l e : r , a 1 3 w a ' y s" f u c I , t v r i I . L e n t e r t h e o i I s , y s i L C : a i i J
ber:dtrse :lof.:,h irlhe r p re ss u.l:.'Lhi*xra,trr.,,,be
,;ln irrcreerse i1 oi.i rlga.nti.ti'
inrlicatcd'by

[t -:l '\ zl . trl l( -J rl l 1y (n- l r r r r r

'llrr'

trre1.,/oi-I he,tt. c:lcir.trrg:r is de:;irlrred

I { ) ( : ( . ) ( l). l : l r , - : i r c r { : O i . . L a n r l t ' f p r e i t , L . a t : . t - l r c
i r r , . l [ - ( r t - c ( ) i l I ] u a ; li ( ) l l . r l l r . I f l o w i t r r t t o t - l t r .

, : r r , y i r r c r n r r : ; t -1 - r , i : r sL l r r : r - r t r t ; lLrl r r : l r c , . t L t t . x . r,'lr,rrrq,lr; l-roivr-vcr, Llrcrr: is a by'pas;s

r , ' , rL r ; r ) f r - 1 : L t : : l c - r c r c ) s s t i r r : o i l
inl.et
an<l

' l ' lr c h , : a t - e x c h a n g , - - r c o o l e r ' h ; r s

tl:s: a'::'r;:nt a<;c of allow:. lrg Llte engj.ne tc :;:i;:rr
i t . r ; s r r r ; rIl . f r o r r l . . a l a r o a , S i;n ( : e 1 - ; ; r ' 1 1 r 1j o r
i s t n c . l , L r t t eodr r L l l f : c n q i . 1 1 e , i ' : o f : t : r : s
lit:tl,:
drag.

rrut lr..: ol. t:lrc co<llet:, lvlti.ch cer-t-rols

t l t , ' r r i I I l . L ' s ' , , r r r r l t . l r t ' , r i I r r r , r Vl , \ , 1 ) ; r l : : it : l l ( l
( ' ( ) , ) L { - ' . : -i .l - n , . t c o o l . i n q ; i : ; n : e d e d .
I'l-ri.s

orl

olj()rat--cs at. a prr-'seL pr:e:;srrye tj j f j s temf trr:crr,-'e across

t f r e c : o o L er o r / a r , d
c
o
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t
r
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e
d
bv a tlrermc,st.iiLir:
l)('r-.rl-urc
rlr'ylq1'

CypA r,, il,-e el,r{ru-.

v.r lvo

,t

/-

lJ

\-u,-a1

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ilI.',,r,rrres

PowerPlant
cxne,
[f[

FUEL/OIL HTATEXCHANGER

OILBYPASS
VALVE

0tL tN

,__-r-- FUEL
7,2'1ur

FUEL/OIL HEATEXCHANGER

f9zry

or L BypAss olL,lN
ffELtEF
vALVE+

--1
I

I
I
-/

O.RING
HOLDER

--

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7;l - B0

FAriE:129

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E/8/Airllnes

Plant
F'cw,er

(:H^P:
,\TrA :/1'- BO

II

FILI'ER
LI\ST CIIANCE
NO17,LT"/

0:+,,c<.v"

.i1

a-..1
1t l t

r4

n
i lI
v

Ntrr-zzloq
I

't"iro rri I

llLI/-L1VJ

sysLeFr be'ar:-ngs and son.e <>f

Tirc::ot<>r
gears _i4 th-e -gear:Lir,-r hear,'ie r: lo"rded

' _. ;
b o . v c r ;a : : e i u b r i c a t : d t > y , r i I

jet.s. Tire

L r - , r i : .r;r.iil r q . ; e a r r n g s - f n l j g ' : a r s a r e _ s p - - a s n
L r r i , r . c a t - e c l. B c a r i n l t s t t t l - - i r e" h o L " e r t d
-tho-<:nq'iriE
icccive
L h r , -m a x i m u n r o : . 1
ofi
n
a
d
C
i
L
i
on t-o lubricat-ing
f low bcc:au,;c,
a
s:sists itr heat
l - l r t - l ) , ? . 1 r : i n i l S , t - h . eo i l
1 1i : - ; s : - p a t : i o n .
oi L rroz;:lcri".itr Iocated in the pres:tirre
I j . n r : : ; a c i j a r : e n L t o , o r v r . : . t - h j ' n ,t - h e rb e : a r ,e:;<:
i i i l . x N l r r ; r -r
r f n i t - ' i ' l t s- 1 ' l t r : o i I f r o r r t i .-'o
f an
s-E i iu u. i<i-]n-clie-flc.rn
fiU-:=.-e s
an ai-rt";;-,lilGs-ise
"-r.r-,reclE?t.y.
bli
*hi..lt is--prbtlEed
it
[i=l==|,
[ap,p:lng l1ir;]r-p::erssitre bl,eedair frt-:rn the
c < - > n l p r : e s s ; oLro t . h . e o i l n c z z l e c r u t l . r : t '
' I ' h i s n r c l : i . r o , -ils c o n s ;i d t : r e , l a d e c i u a t : e : l o r :
l . , r aIl a r r r . i r , r l l e r
bearrings; ltowervel', 1:lre
sol j.<l o:i-I spray met:ho<l is conside:re<l the
bt.LLef <>f the tu'o ntetlrods.

iel-q

^---:

a r r '- -

c(r5IIy

: -.

^1.'--

UliJq*=\^

-.;

Lg:atu5)

1:i.;=;

corlin Lheli:
tl-re sma'l1 ori-ii,:e
t
r
nv
c
i
;i,ust. be f:er:
tlle oii
st:qur:ntl-y,
n
n
c
;
e
f<>re i-gn par Li.clt:s . I f th,e -.a- t'-c:--.
s.--cr-rl-: b<:cc:ine
nozil.es
in tl'ie oil
f i-|irrrs

of

c I o o r r r r r l. l : o a r i n , . r
a

- . i

E v l . -

f :iIure:

s . L n c , : n o z z 1 e s ; a ; :e n o t
,-l r,.r'r'i..
L.Lsrr..r!r|J
'l'rt
r(J

nrp\rortf
PLEVg,lL.

r r . r , . l Hqr\L'.

drrri nrt

r ] .. r- ll: lt r. tl tul oJ L U

Frnnr
!LLill

:-e:;rtI';s

ur;ual l-'

a c : c e : :s l b L t : f o : :
c- .'. t. t: o -i .n' -e ' : ' .' , ' = : i t . r u I .
\r '- i j v ' r,r r : a = . i

f i 1t.e::s ;are
nr>zzles, nrairt oil
r
:
o
n
t
i.rtilinaitirJn for
f.requently

(l

l.-

ci:e,ckr:C

S,:avenge
S:'stein
t: a I t
A:: t,.rc f t:ed oi.l j.s dist.r:ibr:t':'j
l-he necessarir pilrts cf t:ire 9::!rl'i: 7 11
subst.anLia I ainorrnt of seral.ing a:'-l- m.ixes
Tltc'rew . L t . hi t a r r d i - n c . r e a s c g i L s ' v c L u i n t : f<)re, to Frsqvent ttre f loodirrq c:i t.hr:
b,raring hc,us-Lngs, it is ne'ces;sa.af- ts() u5:
rulre t.han one Pump tc) rel-urli or !ia:avt'ng{:
it t,r the oi.L Lartk. lllri:; is eichieve'C by
using a perck of scavenge PumE)s, e:ach of
which returnr; Che oil- f:rom a pa.ri:i.cular
'l'o prc}te';t: Lhtl
secLion of the engine:.
pump gears;, r:acit return pipe is pr:ovrdeti
with

a str:airrer.

,"& Nepal

FowerPlant

..uffAirlines

7;l - B0

oran;fiffl

1 ' U I r I Ct ' 0l i

lq't
funbr
'iItq
.

UcLccLr"r
rs

';!*"

I'lagnetj-c plugs or chip detectors

may be
fiLted
ln-fhe-T6Eurn
o i l s i d e o f a s y s --i;-pi:
r o v i ide=de a w
r"ra
tem-Eo p
prov
arn
r n iinq
ng of impen
n-a
d i:.n qq
"
t-hr:se

cHtf otTEcTOl

rl^GNttK

,,AGE:
1JO

f iI-Iurc.
Sonte of
det.ectois
are
cl'-signed so thaL they can be removed for
inspect,ion
without
oiI
Ioss occur.i.ng;
others
may be even connected
t.o a crew
compartment
warnrng
system to give
an

PtuG

in-fliqht

indicaEion.

5TLF5T^I 'NG
V^LVE HO{JSNC

Vent/BreatherSystem
w i rj . c i r e n t e r s

Soa I i no : i r

E\
'

iETUIX

OIL

'ise

buiraup,uiTi'iF-

the'aFliErsure

E.he brea ther

..irr*t,{e n
a
r.
,^n4.'r*

[n",,,i.,*- t' f

s y s E e m a 5 r d -p e a r i n g

the bearing

seals

Oi I

rv v- unr sr r I . l .

f . r . a k a oY ov

ana oit
oF

across

lenkage

r-nrrrqe -

coulci

/-ause

anv

Ehe leasE oi which

too much oil.
A more
would occur if oil
leakenough to cause internal

Qhwu

ctv-L' 4L A:"'
""-.*J l.
r-'!

serious result.
age r,{ere great
enqine fire.
to LhaL a problem woulC
In aCoition
occur. when oiI is mixing with the air
from
fhe
cnoine
whrich is extracted
fof

\%

noror v'vas

q'.rql-om

ttqo

'Io seraraLe
t .

the air

return-

from the oil

r _ :

irrc

f n

t-he

tank.
L q . r r l ,

dr,-:eref

ino

deviCe

and I Cehtiifugar
incorpo- bi {riet "ai t h d r - a r e
tet;;;
mixrure isriteo.-rhe
in the tank
fed on-to the de-ae#.tor
----------:
wEere parLial
o
ccurs, the
separation
mist*_the! passes. inbo
remaining air,/oil
t-lre-;n-trifugal
t roitn.r
for -f inal sepaimperler
is rocarffitrre?

a.

t-arl

ARAOX

|rqg:l.tgs

iiitro"

of se'.reral result.s,
'n;ould be the use of

^r,T

AII TO
ATIIOS'HEAE

bear i_no

a-r^qq

woulc stos ihJ ;Aii;t

II'IPTLLER
BRTATHTR

the

Firo
fra,rri
nn
h n r r*. i r n g
-.,___..:scals, is routed to the engine gearbclx
and oiltank.
the scavenge
In addition
oil
carries
air into the tank and vent
syst.en. This air mulL-le---yented.
ot.herhnrrqi.dq

SREATHEi

in

l-l-ro onning

geafbOX

and

iS

dfiven

f r o u r t l r o g e a r L : : c . xg e a r s . T l t c r o t a t i r r . I
vanes of the breather
impeller
centrifuge the oil
from t.he mist and Lhe air
.i:; vcntcd c.,verboard throuctlt the holIow
dr i,re sha f t .

PAGE:1i,I

WZ Nepitl
Elgtlirlin'esi

Power F'lilnt

-CH.AP:
,AJ'A 71 8 O

II

I NDI CATI OI'I

I
I

OII QTY
X-MIR

OI L TAI.IK

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EYPASS

swlTcH
orL
COCLE:R

OIL TEt?'tP
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PFES:;
X-MTR

L C I WO I L
PF,ESIJS\d

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L 0 l , ci : *
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r 12

PowerPlant
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I A N K i N S ' I - A L LIAOTN

71 - B0

OtL QrYX-I4TR
(CAPACIIANP
CR
EOBT)

O I PS T I C KA N O
G B A V I T YF I L I POBT

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nta,{i",rn

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COi'lPENSAT OR
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O I LT A N K

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TANKINSTALLATION
OILOUANTITY
T A N K U N I TA N D
COMPENSATOR

5,^^114/c- Sk) piye

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PONT
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C O M PNES A T I N C
PORTION

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it

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ReedSrritchProbe:iys;tem[,i t ,1',-.-.<

lvc-^t ai ft nr'

'fhc

ciJ- qu;inL_Lty transinit.ter c<:ntains a

. [ I o . r t a s s e n r b l y a . n d r e e d s ; w i l : c h r _ , s< : o n rrt.ctccl Lo c. st-epper.iEsis't-;rt*if
in
A nlount:ing charnnr:I,assenrbly. Slvitr:hes
, r t l i . r r - r . r r t t c , t l t o i l o , r l . a r e c l o c e r r . ll : o
I ' r , r r - ' i r l t ' r v o I [ . . . r r j t ': ; i - t - r 1 1 ;t1_1o. L l r c i n d i c a _
L . o r f r o r n a t . a ; : r p e < ir r : s i s t a n c e r e l . e m e : n t .
A series of te.ps on the resist;rncel eLe_
menc, ea(:h conne<:te<l t,t the oulput b,g a
scpar,tte sivitch, pr<>vi,Je stepperd rrol.t_
aqcs ir"r a rat j-o [)rol)or L,ional to t1-tu ,ri t
c J u . - r ntt_t y i n t . h e t : a n l l . ' f h e r e s i s t a n c e
value:; al: each barp;rre compensateit t<>
a c . - ' o m r n b c l i t t et h e v a r i _ a t . i o n s i n t a n k .
c r L r s s - s o C t - i r ) n a l c r c a t.

PAGE:1)4

Nepat

PowerPlant

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An important feature in the design of a

{J .r. . r- ' ,. r l - r r r l r ir l r j G n . r i n e i s t h e n e e d L o e n s u f e
parts of the engine, and in
Lhat, certain
some instances certain accessories, do
not absorb heat from the gas stream t.o
an exLent. Chat is detrimental
to their
safe operaLion.
In the case of a gas
turbine,
the burnj.ng process is conE.rnrlntrq

and

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rrrust be passed through the inside of the

crrginc - If only enouglr air vrere adrrrittcd
l.:o t.lrc cngine to lrrovi.de an iclr_'alair/
l-rtll t';tl'io r-rl' l5: l,
i t r l , . 1 ' 1 1 , 1 "1l ' r r l l l ) o r ; t t , l r r ' ( : l ; w O t - t l . c lt ; k y r ' < i t : k c L t ( ) t n ( r r ( j l : l t i t t l
2200"C.
a larc;c aulounL of
In pracLicc,
:ilin
avnoce of the ideal
raCiO, iS
admitted

to the engine.
The large
srrrf;Ius
of air
scrver;
L o c r - l r tL t l r e l t o t . .
: i r . ( : t i ( ) l t : i ( ) 1 . t : l r t . .r , l t ( ,i l t c I u . r c r - r . 1 r l - , r rl ,l l
Leulperat-ures

ranging

frorn

600

co Li00"C.

The figure
illustrates
the approximate
(skin ) tenrl:erat.ur,:s
engine
outer. case
encountered
in a properly
cooled
dual
axial
flow
cornpressor
turbojet,
engineDue to the effecc
of cooling,
t.he tem-

peratures oi the outside of the case are

considerably
less than those encor.lnterr:<.1
within
the engine. The hotLest spot
occurs opposite the entrance to che
first
stage of the turbine.
Althouqh the
gases have begun to cool a litt.Ie
at
this point,
the conductivity
of the
nretal in t.he case carries
the heat directJ-y to the outside skin.
'l'lre cooling
is achieved by allowj_ng a
c o r r t . r o l l c d a r n o u n t _o f a i r f r o r n L l r e c o l n l)r'(.lit;()t:Ii tcl

l : l ( . ) t , ti r l ' ( ) u n . l

I l r o l ; r r < . . ( ) r r r ; r r l n l t rr ;l

'r'lrc lrrt:crnal.
coclllrrc; alrflow
i:; al:;c.r
u s c d t - o c o o l t l r c c - r Ii , a r r d t - o p r e s s u r i z c
the rnain bearing
hrtusings and variorrs
drive shaft seals to maintain the efficiency of tlte ItrL;rica t-ion sys[enr lty
l l r ( r v c r r t : l r r r l u J . J . l r ; ; 1 1 , . , r r ..; r :l " . z L . r : r . t t , r Lg t t t l

of the engine,/powcr planl is

tial
to prevent. t,he t.ransfer
the aircraf t strucE.ure.

t1sr1

also esscnof ireat to

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'lhe

heat tre.nsi:er::ec1by the Lurbinr:

In add:Lti,on to be.i.ng used fot: c:<>-.:-::
biaries fr:cm t.her m;rin g.es str:am t.o t.he
purr)os:s, air f:rorn t.re cor,pressilr:s
:::
t-urbine discs,
thr: br:,rrings c,f Lhe roE,a_ usei, tcl sr:aI thie
bearing hou:;inr::;, s:>
t i - n g a s s e r n b L i e s,r a n d t h e e n g i n e m a : L n
prev'ent:in<; the IeakarTe of oil. i:rr:o ::t.
cas inqs, is .rbsortrecl an,l ciispers;ed by
e n g i n e m a . L n c a s ;i n ( J s { f r l n t o t . h e c ; o i : . : : : s _
directing
a flc,w c>f <:orn:araLiveJ.y cooL
scr inl.et.
T h i s ; i : ; a r : h i e v e d b y < jj , r e , : : : _ in , J
c lr r o v = r C . h e s e c o n t p o n e nt s . H i g h a n c l
low
the air: acress th<: br:arj.ng oi.l :;e:als , ther
J ) r r , 5 i r . l r c , r j . r l : l c w l ; a r t p r : o v i d c d L r y [ a k . i - n g f Iow bein<; inwardl;
tr>wards Llic l:c:ar.:--:e
J I ] - l r ( ) r n l . ) o L l r c o n t [ ) r c ! ; s o a s ; o n c c , l l t p . l .te_ . i - o l t
or oil
supply,
t
_
h
r
r
. s1 : r e v e n t - i r . , < J1 : i r e r : : - . . ( . ) l i t : : l - r u r t . t . i o r r , t . l r r _a. i ; :
is t:itl;.cr ver"r_ c,:rpe o{ arry ,ci1.
f , . - - do v r l r b c > a r C o r j o i n s L i r e e x h a u s t g a : ;
fIow.

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ExternalcoolingandVentllation
Tite engine bay or pod is usually cooled
b y a t r n o s p h e r i c a i r b c i n g p a s s e < . 1a r c u n r l
the engine and t.iren vented overboard.
Convection cooling during ground run_
ning rnay be provideci by using an inter_
nerl cool.j.ng outlet
ven; as an ejecto).
sysjtem. r1n irnporEant flrnction of the
j-s to purge any
c<;oIing airflorv
inflarn_
r n a b - l - ev a D o u r s f r o r n E l r c e n g i n c c o n t p a r L _

a fireproof
bulkhead
is
provirled
t o s e p a r a t e t h e , ' c o o l , , a r" reIas < .o: r
zone of
the engine, which contains the fuel,
oj.l"
hydraulic
and electri ca I s),strjms, f rom
t-lr': ".lrol_" arr:.ra surrcltrrtrij.rtg
Llrc cornLltts_
tion,
turbine and exhaust- sections
of
the engine. Different-iaL pressures
can
be created in the tivo zones by
cali_
bration
of tire inlet. and outlet
aper_
tures to prevent. the spread of
fire
f rorn the hot zone.

The figure
shows a cooling and verrtj-lat.ion system used on a fan engine- Coolj-ng air is induced from the
int.al:e duct
and also delivered
from the fan fo nrovide multi-zone cooling, each zone having
iLs own calibr:ated cooling fIow..I'he ilIustration
does not define t.ire zones,
but indicates
the general flow paggg6n.

/a

Accessory
CoolI n g
A considerable
amount of heat is prociuc_
e d b y s o r r r r :o f t l r e e n g i n c a c c e s s o r i e s ,
<_lt
rvhich Lhe electrical
generator is an
example, and these may often requlre
t.lreir own cooling ci::cuit.
Air is some_
times ducted frorn intake louvres in t.he
engine cowlings
or it may be taken from
a st.age of the compressor.

*iil$ iF.ig5,i;!: u,rt:*:,:S;ir!fi :: r ritj:li:i;a:t

GasTurbI rreFueLs
l ' r r t .l s l r t r a i r r : r ; r f f : g ; u ; t u r b i r r c e n q i r r e s
m r - t s ; tc o r r f o r n r L o s t r : i c l : r r : q u i r e m e n t s t o
g i . r . r eo p 1 : i . r n r r renn q t i n e p e r : f ( ) r r n a n c e , e c c ) n o " nf r saf <:ty and ove.r'haul Lif e - FucIs art:
r - - l a s s e d u n ' C e r t - . w of r e a r l i . n < ; s , k e r o s i n c l l - y p e f u 1 1I a n r J w i d e - c u I g a s o l i n e - c v p r
fueI.
In gr:ns116]., a ga.s t:urtlinr:
fuel
shoul.d
have thc: f,)l lorvitlg guailities:
- l)e "punrl),lble"
c1nir fl-ow easily
under
aL[ oper:,tLing conditions
st.artj.ng on all
grou.nd.
1 . r r : ; : n r i t e: n g i n e
cc'nrj i t:iorrs ,and give
sal:is f act.ory
F I i.ctltt-rr:J,i.,:lrti.ng c!-rar;rct,sristics
- . r Ji r . r t t < r f I i , c i . r . - ' n
t c o m b u r s ; tj - o n a t a l 1 c o n _
ti i t; is1-1s
- ll.r\'r- ;rs lrj-glr .r cal.or.ifj_c,,ral,le
as
por;sil-)Ie
i . - . r c > c i r - r crer i n . i - n r a l h a r n i f r r j . e : 3 f e r : t s o n t f r e
corlbus tion
r;ystenl or ttre Lurbinrl
lt -,l.
arde s
- produce
nrin-Lmal corrosi.ve
effects
on
l--he,fuel

sys;tem

ccmponer)ti;

- p r c ' v i d e a d e c l u at e
lubric,at j-on fo:: the
i
nlcv ing p:resr o f t.,he f ue l s;ystem
- reduce f i.re hazar,ls
to a nin:murnThe,pumping qr,tal.Ltir:s of. the fuel depend
lrporr j,t-s viscosil-y
()r tllickrress;, rvhich
.[l: r't]l,rt-ed to fu<:I ,:eulircratLlre. Ftrr:l
t n L l s l _b 1 l s a t " i s I a c l : o r , / d , r w n t c , a p p r c > x i _
n r at - - , e l y - 5 0 d e g . C . l \ s b . h e f u e I t e n r p e . r a _
ture faILs,
ice r:ryr;tals may fcrrm to
cause blockage of the fuel fi_lt.er or the
ori.fi,:es in the fuel_ s.lstem. FueI heat_
ing -r.rd anti-icirrg
; r c i c l . L t . i v e sa r e ; r v a . L l _ .
aLrLr' Lo allr'viatc'
l_fris pr,cblem.

'l'lre

cal.orl-fic value qf a fuel .is; an expressic,n of [he heat or en{]rg.; c:onEent

per kg thert i.s released du::in; {:cr:rf,r_rstion.
T'his; villue inf Iuences Lhl: ra;.lcte
of an aircra.[t.
W h e r e t f r e . L i m ;, : i . n g f a c t:r
is the capa,city cf the a lri:raf L
tanks, the ctrlorific
val.ue per uni_L./olume shoul.d be ,as high ers poss:Lirle t:o
o,Stain mor:e energy, and mo::e a:L:.c:;r{:t.
r,rnge f rom a girren vclunte of F-,:eI.
Turbine fuels tr:nd to corrode tlie r:orn_
ponents of' the .[uel and conrlcu=i::.on S:yS_.
t(rms mainJ.y.;rs a result of th,= siui:)h,ur
a r t d , l a t e r c o n t e n t , , : f L h e f u e l . Su 1 : t hu r
,
wlren burnt in a i-r:, forms sulpii,_:r i.Lc,zLr,e
wiren mixed wi.t.h w.tLer this fo:-:.
s:.rI_
pltur<>usacid an<l ils very corrr::;iuE.
Br:carrse it is; inpr,lcticable
to cc:r::Ie.re_
Ilt rr:move the sulphur content,
it
:l_-s
es;senti,el tha.t the sulphur be l:epl to
a
cont::olled
mininunr. Althouqh f:-ee "".,atr:r
i s ; 1 ' 6 1 s 1 9 ' y "pdr i o r
-*ai_er
to use, disscl-veri
i.e.
water in solul:io;r, cannoi: be e;fr:c_
ti.vel-y ifemcvedr ds thr: fuel wcr::1d
:-eab_
sc'rb mo.Lsture .from thr_' atmosplie:-e .";l1sn
storrd :i.n a vent.ed ai.:craft
or: <.t-_():.ag)
tank. A-Ll gas tu,rbj_ne fuels.ar:=
D(ll_en_
(ian(Jerous arrd Lirerefore har:c;i_inq
tially
and stor:agr: precaut:i.ons shoulr.i !-_,.:
s t r i c t - 1 1 ' o l : s e r r , er C .

The main physical

ciifferr:nce kr?--..;t:r
k e r o s i n e r a n d w i d e - c ' u t f u r t l _ s i s , : - _ : r -e::
degree crf rrolatilit.y,
thr: latt.== t:-..r,e
of fuel havip,S a hi.qiter .;olaLr ::i,,
Ll-.us
increasing
t - h , 3p r o b l e n r o . [ v a p c - :
.]_:c.<-.
in,g and boi-Ii:-rg. Keros;inr: has - .Lcs ,.;;.Iror e,rsy st:,trting,
t:ire ga:s turbine eng_
p o u r p r e s s u r e a n d wi l l . b o i l o n : 1 " - a r:
i r r e c l o p , s l t c i su p , c n t - l t e r s l t _ i : s f c - r c t o r y i g n i *
exLremely lrigh altitucles
or hiq:: i:e:r:e,_
l - i-o r r c > f t : h e a t , c m i z e i s p r a , f o f f u e l f r : o m
r a t . u r e s , v r h e r e a s a w i i l e - < : u t f r . : e : , n i il - L
L i r o [ : t r r n cr s , a s s u m i n g L h a t - t . h e e n g i n c l
boiL at a nrucir Icvrer erlt:Lt.u,ie. ?!re ir:c I
is l:c t-ng mct:or,?d aL the rt:quired speeld.
ternperatrrrcr dr:ring fli.ghr: d.3pen-:; ulrtr,
SaList.act.orlu irTnit_ion flepends upon t.lre
.el:itude,
r.dte of cl-inrb. ciurat:fr1 aF_
q r r . rI i t - v c ' f t : h e f u e I i n t t . r c >w , r y s :
altit'-rde,

rod kinetic
he;rt j.ncr c-ui: r_c:
- Lhe volat-i-Iir:y of t-ire,fuel;
thaL is,
fo::ward spered. when boil:ng
<1ces c.ccr:r,
its abilj-t:y t;e vaporize ea:;iI.y, esF)ethr: v,apour loss :an be, \'or1, hiqh , esl)e _
cial.Iy at, lorv tempera Lur:es
-ia-[Iy with wi<]e-,:ut, fueIs,
,anC tiri s rnaT j
- tlrr.' dogr:ec: oll
atomizat,ion, whi.ch
c a t l S e v a p o u r r . L o c . k i n g ' A r i t . l rc , r n s r : ; t r , n t
ricpehti-s uPon the vi-sca5 j.gy of the f rre_i.
, m a . Lf u n c t i o n
ol. t.ie eng:ine f uel srrs;te,rn
tlre fucJ. prre:;surc appliclcl , anrl the
a r r c l f r , r eI n r c . t r r ri 1 1 , ; t , q r t i p n t t : n t .
ck:sign of thcl atomizer

PowerPlant
cHne,
[f[
'l'rr

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71 - BO

t:cr!1._

irg,
it is usual to pressurize
the fuel
tanks. This involves maintaining
an ab_
solute
pressure
above the fuel in excess
of its vapour pressure at any specific
temperature.
l.'ur:I can bc nralnLalrrcd.[rr rlootl ccxrtllt_l.on
by weJ-I-planned storage and by naking
routine
aircraft
tank drain checks; the
use of suitable
filters
and fuel/water
separators
and select.ed additives wiII
restrict
the cont.rmination level, - .
9
free wat.er and solid mat,ter, t,o a prac_
tical
minimum. Keeping the fuel free of
undissolved
water will prevent serious
icing problems, reduce the microbiolo_
gical
growth, and minimize corrosionReducing t.he solid matter will prevent.
undue wear in the fuel pumps, reduce
corrosion,
an_d lessen the possibility
of blockage occuring within
the fuel
sys tem.

Introductlon
Tlre funclions
of the fuel syst.em are t.o
provide
the engine with fuel in a form
suil-able for contbustion and to control
t-he florv to the required quantity
neces_
sal:y fo:: e.rsy starting,
c fc c e l e r a t i o n
and
: ; t : , r l r l t . r r . r r t r rr..ir r, - 1. r t : . r l I c r r t ; i l r r : o p e r a L i n g
ccrnrli't.ions. 1'o do t.his, fuel pumps are
r.rsed to deliver
the fuel to tte burners
(spray nozzLes), which inject
it into
t lrr. corubusLion system in t.he form of
an
atornized spray. Becanse the flow rate
mu.st vary accor:ding tc t-.he amount of
air
[ ) ,l s ; s i n r . 1 l : l t r : o u c , J ]tr. l t t - .e r r g i n c t _ o n r a i n t a i n a
c o r r : i l - a n t _s e l e c t - e d c n g i n e s p e e d o r p r e s _
srrrc r.tt_io, the cont_roiling devices
are
f t r l . l y a u t o r r r at . i c w i L h t . h e e x c e p t i o n
of
enqine power sc-Iect-ion, which is achj.ev_
eti b1, a nranual throt.l,Ie or power lever.
A fuel shutoff
valve (cock) control
.Lever is al_so used to stop Ehe engine,

also necessary to
have.luromaCic
il:-is
isafety
control.s tlrat, prevent
the engine
gas cetnperaLure,
cotnpressor delivery
pressllre,
and the rot-ntjncl as::ertrlrlt.

spr.r.rl, f rorrt rrtr.lrlr1i

i 1 1 r ; I f 1 r , it . , , , , , ,I u , , , , , , _
lt
t r r if a f i c r r r J l ,

l.Jil:lr t:lrc turbo-prrrpel_Icr

errc-;incr cnilrr!ri5
in. propeller
speed and piech
have to be
taken
into'account
due to their
effect
on the power output
of the engine.
Thus,

i t is usual to interconnecL
f n o a r . I r o r - f. ,
-Lever (tnd [)r()pcll<:r cont-rotter
unr t,
by so doing the correcl relationshio f or
frrel f,Iow and airfl""
i;-;;;r_
l.fru:"
tained at all engine speeds
ancl the pi_

lot is givr_,nsingle_Iever
control of
the engine, Altlrough the
maxinrumspeeci
of the engine is normally
determinecl by
the propeller
speed cont.roller,
over_
speeding is ultinr.rtely
prevented by a
governor in the fuel svstem.

The fuel syslem often provides

for auxiliary
functions,
such as oiI cooling anC
t.he hydraulic
control
of various engi_ne
control
syst.ems; f or example, conipressor
airfl-ow control The sysLem descrj.becl here is mc:rr:or
Iess t.yprical f or a dual axia I f Iovr compressor turbojet
or turbofan engine. AI_
though the fuel systems for other engines may differ
somewhat, the same
elementsr prforming essentiatly
the
same functions,
will usually be present
in the fuel systems for other jet engine
l-ypes.

.tt'

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'ta'j.r/-

U K I VE .

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PAGE:111Q

PowerPlant
71 - B0

cuan:
[f[

DRIVENFUEL.PUI'IP

l l a l r rF u e l P u ; r r i(; E
s rrglne-Drl
l.l.rrn fuei
strpgrly of

puml>s clr:Iivcr a conLinuous

frrr.l .L tho J)ropcr pressure
nn(l .'lr aIl
ti.mc:: rlr:rirrr; ol)erdLiorr of til,-.
,tircr."lft
e r r g i n c . 1 ' l t r - 'q n g i ^ c - d r i v e n
frrr:l
pumps musl bc capable of delivering
t.he
n t . ' r x i m u r nn e e d c r l f l r t w a t l r i g h p r e r : s r r r r - . t - o
ot.lt:,rir: ..;at isfacLory
nozzLc spray arrrJ
n(:cu ra te f ue 1_r:egu I a t ion .
I ' r r r l I p , u n r p s ;f o r

turbojet

engirres

are

ge-

n e r I l, y__p-o1i _u_!
y q-it_i. Oq.1a'."
I e a r o r
1
p i : ; t o n f y n e s . 1 ' l r r :l : e r n r " p o s i t i v e d i s jffq.
r!i!_ eeq 5 br p i s ron
ntaaemery1--fn_c;1111
9 l i l l s u J : p l y a _ f i _ X e . rql r r a n t . i t V p f . _ f U _ t l _ _ C o
elrc :e n g r ne f o r e ve !1 -,r,_e_yg
l,q-!--o-a,g f _the
p uhrp, 9 r-.a r s- -9 r ._.fq 4_1,.Ec Ir-_s--t_97
i! g _9 f-_C_ite_.
pi:iLon,

ENGINEORIVENFUEL PUTlPGEAR
TYPT
lNtt I

POrr

H r G HP r t s l U c t
ntutf vaLvt

II

,';"^tt "tut"

o ' s + r o r cr o r t

ltL f, t '"'
I

tNcrN[coNrrot
O R r l t5 P U N E

ORIVE
S E^ L
DRAIN

B O C S TS T A G E

r-Type Pulnps
Gea
Gear-:t.ype pumps..have approximate.Ly
charactetrisLics,
straight
line"flow
whereas fuel requirernent.s flucLuate with
f l i g l r c o r a r n b i r : n t -a i r c o r r d i L l o n s . l l c t t c c ,
r pump of adoquate capacity at all engine operating conditions will have excess capacity over most of the range of
olrerat ion. Thi.s is the characteristic
which rcquircs the use of a pressttre
rel. icf valve for disposirrg of cxcess
f u e l - A t - y pj . c a l . c o n s t a n t d i s p l a c c t n e n t

\,Er\K

)IH\JE

'n
gear-type pumpis illustrated.
peller,

whiclr

is

driven

on

The im-

a greclter

speed

elcnreni-s,
than the high-pressure
pressrJre f rom l'j .!,oinr:rcascs
the fucl
45 p.s.i.,
depending upon engine bpecd.

r_t@
locking

lgs_1q5g_ll!p- - p r ev en Ls-va pou r

and

The fuel
is discavitation.
-the
( impel cltarged
Erom
bo<jJE-element
gear e I.ements.
ler ) t:o tho lr igh-pr:essure

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vwl:v:r:':

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130

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-{ * vrrr : :'!.1-:-1"---:el-.'il
t''
DRIVEN FUEL PUI'1P
ENGINE

) *.t. *^',
De-p*y",

9n,'l)t,,rs *
(";

P I S T O IT{ Y P I
7/

{;+or:/rn<..*,

qd

[t,e ( Pr

tl

\)

]'n tl,,.O

5 E F . V OP I S T O N

l'/tr (l

Ll bl

,
U L a . 't . ' . - - '
rl!

+
t.

I
t----:t

-::'1u

.f,

\{

t\

I
I

fUtL

Tlr=:

ir?

/,/\f=--{

PIJ11PCTRIVE

l;
?')'

OUI

[f

\Ff..

E'f;|

.".

prarrc

dcrirery(FLP.rwi)

Scnc

petun

\.VIt

-t YV

Ulrrl./U

'I'he f ue L pun:o cc)ns--sLrl oj: a rct.or

^^-l-1"
>Yllulv

FiFf^/-l
L!LLsu

,w. -' i- lL- rhr

q
J ee . . r e r : l

a:i-

r rr nr \nJpLr rqJ i ,
pn rl u

tL , .r lr s:

ends of which pr:oj<:c: fr:m L.heir bor:es

and cea:: on to r n()n-.otat.ing canrplate.
Due to :he inclj.nat:icn of the canrpl;rte,
movernen: of tite rot:or imparts a rec j-* . . _ nr -I- r.r.nrn_o r_, s , t l t u s
nrnri rr-ino a nrrmrrinrr A(-ti,1n The stfc>ke
r\r^^

a l- i rrn

rnnl-

i nrr

tn

of

the 1>Lungers is
a-ngI'3 o.: inAIin.'trc,"

l_ rcr

de:errnined
;f

by_the
t h " - c a m p f a t c .-l,y

't'h e '' ric g r:ou- o f-r ric ll-n.r :lo'r i;;ii

iEO
<
;
s
r
\
/
o
L . i r e r n o v t : r n e . r t -o f o
1:iston that j-s
r n c c l r . r n i < : a IL y I i r r k r : c . l t r > L l r c c a m p l a t e . l r r r l
i s b . L a s e r d) y s p r r n g s t : o < ; i v = t h e f r r l I
qt-rnl'e
rri

ql_rrrr

rtrrqi tirn
i c

oF

:ttlr-ine
Fae
ree.e_v_v:

or-i-t.ltt-' :;lrt.'itrtl

s i,lt:

t l r e ' n l rrv r. rnr v-! rr e r q .

Fr)

1i ! t , . l , o +
I

P I c J ' n r r - T v n r : P rr r t t r r q

ThC

qr!rrr,a
- . . - _ r - . _n* r: g. 5 l l r e

,trrtl <;rr _t-l.rc.:t.lrlr--:; irlr

t - o p u r r r p - ' d ct r v e r y p i u = . , r . . , r , r ; t l r u s , v a r i l . L io n r;o-i rr.-th e'-p r e 5 s u rt-dji:-fEl

u n c e a c r o s :i
t : l t e s ; e r r , ' ol r i s t . o n c a u s c r i l : t o m c v e w i L h
( : ( . ) r ' r ' ( r : j l ) ( -i)rrrrrt _l v; i t r .i . r L i o r r s o l l L l r r : c c r r n l r l . , r t . t :
a n g l c : a n d , t - h , e r e fo r e , p u r n p , s L . r , : k e .

{uel

."*

RCIOs

,.- ['o1i t.a,.1&- JeL9.ryi,^. n.Iurr. {-rtl"J

r..j1

,_ i^,v oul l ,/, 4>

1'r,,1\tru(''tt

*{ 1: tt

encr:142

E'{a# NePal
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l_

FgAirlines'
rLIC

PowerPlant

T I I LUI 5

is inst.rlleci
A i r i , , l i r - [ . r r . - e s r j u r cf u e l f i l t - e r
tp
r.lfg,j::f
u
t
e^ f u e _I qo_gL,e r rv,re n
? d- -!.1--r
_p
t:r-ol t:r) prol-(:cl Llrc fucl .cqnl-roI from
iiiirL,rnrLnants.
' l : l r , - t l l r ( r c n r ( ^ *t ; c o n t m o n t y p e s o f f i l t e r s
j r r u s e a r e E h e m 1 ! g r - o n f. i l ! g r - , . t h e w a f e r .
s ( : r e e n _ f _ i t. e1 r , a n d . t h e p l a i n s c r e e n m e s h
'Iirc' individual
use of each of
fTLt.t r.
is dictated by the filt.eri r i . t . . s of i l t e r s
I r r c r f . r t . 1t r n e nf r e q u i r e d a L a p a r L i c u l a r
l . ' t - . r ' : i.- , r t t .
' i ' : : r . i r rt ( ' r ' ( r n f i I t t ' t : l t ; t s t : l l e g r c a t e : i t
! ' i L L r : r : i n e . ;. r c L i o n o f a l l y P r e s e n t d a y f i I t-,:r i.,rpe and, as the name imPlies is
1 - . 1 t . , . ,i ip r n i c r o 6 s . ( A r n i c r o n i s t h e
' . i r r - . u s . i n t i t - i pt a r t o f I m i l l i m e t e r )
. The
f
r
e
q
u
e
n
tly
m
a
t
e
r
i
a
l
c
e
l
l
u
l
o
s
e
i:,)r-ous
f
i
l
t
e
r
caro
f
t
h
e
c
o
n
s
t
r
u
c
t
i
o
n
i
n
u::e.i
t-rL,}cjes is capable of remoVing foreign
nrali-er measuring from l0 xo 25 microns.
The min,.rte openings make this tyPe of
suscept,ible Eo clogging; Lherefrlter
fore, a bypass valve is a necessary
s;l f !'t)' f actor is the 200Tiie rnost rvidely used filter
irre 35-mesh micron filtersr,ii^a
Thei. are used in fuel pumps, fuel conand between the fuel PumP and.
trol:;,
l - t r l 'i r - ' L )[n' ] - c I w i r e r e r e t t r o v a l o f m i c r o n i c is needed- These filters,
si;:e particles
,lr:u.rl11' made of fine-mesh steel wire,
are a series of laYers of wire.
has a
The wafer screen type of filter
m
a
de of
w
h
i
c
h
i
s
e
l
e
m
e
n
t
,
repJ-aceable
brass,
o
f
b
r
o
n
z
e
,
d
i
s
k
s
Iayers of screen
t
y
pe of
T
h
i
s
m
a
t
e
r
i
a
l
.
r ; t - c r I: , o r s i m i l a r
m
i
c
r
o
n
icr
e
m
c
v
i
n
g
o
f
f i-lLer is capable
h
a
s
t
h
e
s
t
r
e
n
gth
t
a
l
s
o
f
s i z r - -p a r L i c l e s .
to withstand high Pressur?-

cxnn,
[J[

71 * 80

M I C R OFNI L T I R
F I L T E RT L E M E N I

I l'ILET* *

-i +

FI LTER1NG

OUTLET

BYPASSIiIG

RYPASS

VALV
E

hl

rr^

SLAL KI I\U

is the most
The plain screen mesh filter
conrmcn type ' I L, has long been used in
Lypes for fuel and oil
engi-rres of all
I
n
sLrainers.
Present.-day turbojet
used in units r+here fili
s
i
t
engines
- The
is not so critical
.
r
c
t
i
o
n
r
r
c
;
i
tr:r
varj.cs
r u r e s l 'sr i z e o f L l r i s L y p e o f f i l r e r
to the purpose for
according
greatly
which iL is used-

FI L T E R
ELEI'IENT
Fi L T E R
BOl.lL
\

SEALRING

er,GE:,1L3

lPolverlPllant

cHan,
fiJft 71 -'ECt

I.JAFE
R S C R E EFNI I - T E R

iiLTIFI
SPACTR
FILTER
I"IEAD

O-RiNCi
I

!o**
F ] L I E Ri N S T A L L A T I O N

o
tr-+)

Ir
- I ti'!)
t . o R , { r Nc o c K / \ '
2 . S E C : U R l l l G 0 r f , L Tr \ N O W A S H E R ( 4 O r : F )
I CO\/R
r FIL-I'R
ELEMENI
5 SETL RII.IG
6 tMEN.r Rl'AlNl:R
7 AOrI

i ' . . ^ ' . ' \ 'r:

-8 ''

pAGE:144

I
i
l
I

Nepat

PowerPlant

Jarrrr,eJ

cnnp,
ATA 71 - B0

FUEL
PUMP

FUEL
T ll

I I\

i C I N GF I L T E R

A
T

t{

N GS l . J I T C H

GE^FBOtr
ofltv

,'UL
ECI

HAI

DG2

t|J

;*@f@
-,@..,@
:@:@

FUEL
HEATER

I lr.rjar

FUEL
HEATER
YALVI

x rr{clr

COI'lPRESSOR
AIR

r - U IC H e at e r
Gas turbine engine fuel systems are very
sr-rsceptible to tlie formation of j_ce in
r-lre f ueI f i-lLers. t{hen the fuel in Lhe
a ircr:af t fuel tanks cools to OoC, or
I;elow, residual water in the fuel tends
fo J'reozq when it contacts the filter
A fuel heater operates as a heat. ext - - l t . - r n c 1 rl:-ro 1 , ' a r m t h e f u e 1 . T h e h e a c c r
c.rn use eng ine bleed air or engi-ne 1uL r r - ti : r t i r r r l o i I a s a s o u r c e o f h e a t - ' f h e
forttt.:r 11,pp is caIIed an air-t.o-l iorrirl

. . * . - 1 r , . , ' g . ' ,.-, ,r r , tr - r r o - ; . ; a ; ; . - ; t n " " r r ^ n - " " J "

ars a liqui-d-to-liquid
exchanger.
The= functjpn-rr-f-a*-:Fuel
heater
is tc
f
.
h
e
e
n
q
i
n
e
f
r
r
e
l
s y s ! e _ S l _ , f _ f g { nl c q
l.r-ot:ect

tl;FiiiilT6ill-il6il6ve::,

shoutd ice form, t l r e

lrcaLer can aIso be used t-o t.haw ice

the fuel screen.

on

In some installations
the fuel filter
is
fitt,ed with a pressure-drop
warning
slitch,
which illunrinates
a warning
Iight on the cockpit instrument panel.
If ice begins to collect
on the filLer
surface, the pressllte across thc fiLt-er
wj-lI slowly decrease. When the pressure
reaches a predetermined value, the
warning Liglit. f lashes on.
FueI deicing systems are designed to be
, L ' h ec o n L r : c t L
trscd int-ernrittently.
o.f. Lhe
system may be manual, by a switch in
Lhe cockpit,
or .rul:omatic, u.sing a ther:rnostat,ic sensing element. in t.he fuel
heater to open or close the air or oil
shrrtof f valve .'

F U E LH T A T E JSlY S T E M

VAI-VE
FUII- HEATER

\\
,:]

ir

_-_=_.
L

rL
,ryi
Eli
k*t

E{

F L I E LH E A T - J ]

4?
5u:

IIJEL I:ILTT,R
OIFFEf]NTIAL
PFIESSI.'RE
syjt Tcll

VALVE CPEN
E N ( ; I N EI
FU I i t
;rl\T

CLOI
L--r
6 3'-tr'f

Mrrcx

-rc

r-nt\

9-&-lr.r
^ a-..ltr.
op
FI,L XAT

T l i / l O t L A Y S W If C H

P n G Er:4 6 :

E*frFNepat
,iEF@Airlines

PowerPlant

ruri ilgnrrn/ OlL cOOLtR

FUELHEATER
F U E L/ A I R

AIR
OUT

c,ine,
[J[

71 - B0

pnc;a:1412

rp Nep,al
WAirline:;

PclvretrF)lant

crrnn,
fi-ffl 7'1'- EiO

S F { R O U D EFCT,J EN
L OZZLEFEEDEF
I T! J f i E

ffSh,
'\i:p

V<"'\

SH R O U D EM
D A N IF O L DA' ! i S E r V B L Y

F T J ES
L H R O U DA # \ N I F CL D A S S E I , A B L . Y

Fur.l SpraytJozz:les
ilncl
Fuei l"lantfolds
irf irrou'liliuel
spr;Ly tloz:zles are an in.le_
..n-,1I
[ . , t r L o f f _ l i e { :r - r c i _s , 1 s t e m , t l - r e i r . d r : _
:i r,.jn it; c:-ittsr-l_y rc:Lrt:,:d Lo the
t.yper o.t
( i)illt)Ll .-1 IL)n

C l l . - l ! t l b ( : _l .

itt

r.,hi.c:f

L.hey

ar.e

r r r : : t , l l 1 , . , i , , 1 ' ! t t . l , r r r , l r r c r ; : ; i . L c si n j c c t
lltrr:1.
r n l ( ) i l t c t : e . r n : t u s t - i < : , t.t: r, c ; i i t - t a h i g h l y
r . l l , , . r 1 r 1 i ' : q . ip, r r l C i S e l y
F,att:erned Spray. S()
t)r,rt. [1116i.nq is ccmplet.c:d r:venly
and :-n
tirr,sl.rc,.rte'st. possibJ.e tj.me an,l in
tlre
: i i l r , l i l , ' : i t l r L l t : : ; i l ) 1 . r l.: l ) , 1 ( _ - ( .I .l _ i S V r : r y
Ifll_
i _ - ' i ) r ' i r t n tl _ i r a L t t r , : f u c l
Lrc evenly
clistr:j._
l ) u t { ' ( - i ( : nr ( l r v e , L I r : e n t e r e c l i n L h r l
flame
area within
t:he liners.
Th:.s is Lo pre:_
r:lrrtir- flrt' fcrl-nraiiorr of any hor: spots
i.n
t : l r t ' c o r r r i > r r s t j c > r r< : l r a n r b e r s a n c l t < > p r e v e n t .
f ll{' I'l;rrnr. b'rrning
through
the I i.ner.

Fuel. nozz.Le types vaj:y consiiler;rtrI7

betr.reen engines, erltitough for t.ilerrn<:s:
p a r t . f u e l i s s p r a l ' e d i n t o t h e c < : : i L i : u : l :i-_- - : l
a r e a u n d e l : p r e s s u r - e l : h r , c u g h s m a _ _ lo t : : _
J:iccs in l:he noz.zles.
' l , l ) ( ) r e. i , s . e r
spinning .nlot.Lon j.mpar:leri,,Eq_
L,lr,.r,-{ u t; I*u'lr.er1.g 1rqa y t:ii r,i n E,o,:t-tro1;lrti rlrtr r
c,rn" This'-sp:lnning.,mc)Eion .of ,tite.
fuei,
, a n g l e a n d , . j - < i s .. i : :
e:st.ablishes,.-Lhe
a
:,9pr-,ay
a ; : o m i z a t , i c D , : . g f . l . , : , g 1 i s , . f u dflo' r . b e t t e r : . c c n - _
brrst ion .
A :;m,rII quanlit.z of air is sc,cope,j cu:
of tire tnain erirr;tream b1,tfie shro,.rci
ar:ourrd the nozz-le tip,
Lo <:ooI Lh,_.
n()zzLe Lip. In acldition, the cool.irig
aj.rf.[ow imprc,ve:; tite conrbu:;tion b,1 re._
L;rrd.i.ngthe accrrmuLation. of- carbon de.posil:s r:n the face of tlie noz:z.Le.

.W Nepal
'WAirlines

pAcE:t4g

PowerPlant
7l - B0

cxne,
[J[
I'IANIFOLD
ANDNOZZLE

SPRAY.TYPE
NOZZLE

MULTIPLE

INTERNAL

ENGINE

FTJEL
ASSEMgLY

NOZZLE

FUEL

CLUST|:R

NTANIFOLO

FUELNOZZLESPRAYPATTERN

At lr
fucl p.qtua
| @ntlnu@t film of fucl tr
fomcdLrcvrrtr
lulllE

u
At hrjh
tllrp

lucl jmvrc

thonc6t

torrrdr

ort6<c ud lorru r
FIXELY ATOI{IIEO

At rnrcrmcdrlc fucl
p.crtu.s thc film lrtrkr uprt thc cdlo to lorn r TULII

thr
rhc
3?i.AY

ri-I

B@7Nepatr

@rAirhne's

sf!

!441'

PourerFlant
,rHAP:
f\T/\

i'-:'r'i;ilt

:r
"!'ir'';i

71 - I'O

F U E LN O Z Z L . E
II'iPLTX
A;r llow ro lrc'cnt
fom:oon of <rrbon
or<r or,fitt

T A r ' r c t N r t A t -H o t 5

)n |*'a**':)- ljo ,5.--

,h,,.J,ll.

flLI11

s W r R l .c H A f l E E R

f . !uetf [*.t

J
9etotda-

ffi

Cmpm<r

prrurt

furel fo:: Icw..tirr.usI operatl-on.. At i:i.];'.

t l : . r u r ; L , t h e s e c o n d ; l r y r ' . . c , r . n t a i n, , n a ni i ( ) i ' i
cu,Ls ..inn . andojuelr',cgmnencesi t(). f l()r^'
EI'.rough bo th thel p r imary and ::ecrr)c a r'.'
e L . e m e : n t r ;o f a d o t r b l e - o r i . f i c e n o z z . i - e . . l ; .
nozz)-es of this tyl?e, prim;iry fue-! is
sF,ra)/ed tirrough a ;singJ-e or if .lce .Lr, t::.:,
center of the nc>zz|e. Secorrda::y frrerl .l=,

Lif
Prcrruririn! vrlvr optnr
r! Prct!urc {n(ralra!

Prinrry burncr

ffi

tgrntr

Tl-re two types of f'.:el nc.zzf.e.s general.i--l'

us;cd arr: the s implr-.x and tfre duplez c()i f igu::at.Lons . The d'lple_x _lgz: z le u sr.raI L;;r:qu--re:i a dual ma:rif old arLd tr pr4:ss ir::. zi.ng va.Lve or f i-ow,'d,j-vide5,;:f,o::;dr:virilnq
pi:iiri iy,tan,C:+{n.ain fr:e I f low, buL tire
: ; i n r l r . . r : xn o z : : I c r : c q . 1 j . r r - ' so n J . y a ; : i i ' . ; i t ' :
n r . : . ir-rl : o l < l f c r p r c l p e . r f u e l d e : I i ' r e r ? . T : t : :
p i i r n a r y . r n a n i f o l c i p . r o v i d e s : s ; u fj : i c i e n L

E TH
D I J P L EFXU I L N O Z Z L I,I1
P R I S S U I i I Z ] :V
NA
GL V E

tr

l{ri -. burrtr

cr,r:rrarl
Conrpraror dtlivcry

a ring
-T6

0or (o prt',:nt forrttlon

ol <rrbcn ov,ar oriti<a

t.hrnrrn}.

around

lUmbel

t.he ,:enter

D ^ a < ? r ta: - [ - ' C a l

'b
pa'>tos'

b a-

Ol:

O::ifi<:eS

o r : i f . L c e-

I c - , 1 au) y , 4 ; y

t',1^tN

l^acaxAcryt
r h..<r'1
frITtR
PRIFART ORIfICE

7bcn,,dr,rl
ftret Ft^a
4E3FF

t:.

pnce,150

-W

Nepal

-Atnrnes

FowerPlant

.i

71 - BO

cxae'
[J[

""'il

0 LE
F' JELI{.'llli
DUPLEX

PRIMARY

{Ft,*d"iu<d-e.7
SECONOARY

t- l--}

-l'

A
t;

It

tv.
\I

I
.q

:Sr

PRIINARY

O
r@
I,a

t(v

to
I

IO

I
ti:lgle
n i:{I
b;iLt-

lcelr
:!q3d'!g.l:

B{] \

ffi.$c

:]:#!'-

filL*

d#?r

F I lLT e RJ

S E C O N D A.IR Y

NOZZLENUT

ryk
\1
ffi
I

i''
II '

l--\ *=r'#F

II

@*
-

EX FUELNOZZLEl , l l T HF L 0 l ' lD I V I D E R
DUPL

flrTEF-

o,

\t

it\

U*\P
'{(
'*,+-

;lrh
t:j\ h

rroworvrorr

tuAq A ' vj-. I

rutt D'l'^rct

WntM rY ftow
l-l stcor"rorrYrtow

Hl corrtr

t: f e ,
f" *5,..
."f,
-'e.

SPIN cH^^{0tl

-.

a
')r--.

Pr\dE'1 :i1

Btr Neptal

PowrsrlPllant

E=Airli'nes

pfffl 71 -:$Ct
cxar,,

F L J EP
L R]:SSURIZING
VALVEI N GI NE : J T AITC
,f

PREIiSU
ll lzl:'i 13
\/A L'y'E:

DUll,lP
VALVE

i:',..I

nr^^,-"2.{

:{n,r
rLlui
rlcs:)UI
lLLll.J
' l ' i r r ' [ , - r c 1p r e s s u r i . z i n g
t - , - ri i l i ' - r " l

on

enc

i fres

1/^lr,^^

ViJiVeS
valve

i n,:Ornor:i-

is

Finr'r O
lrrl,.lr:r
ulYtJUl
rlvrr

usually
- rrn

r]rr:r1ov

f uci noz::ie s to cliv:-de the f lovr int.o

irr i;lii :',, ancl rnain manif r:Ids. At thel f r_rel
f l < . r , . v sr e c l u i r e d f c r r s ; t a : : t i n g a n c l a l _ t . i . 3 u d e
i-ciIin<;, trll the f'uel- passes thr-ouc1h :he
p r i r n a r : . , ,l - i n , : . A s t h e l f r : e I f l o w i n c : r e ; r s e s
Lire v;rlvcl br:gins to open the main Iine
r r i rI i L a F , r n a : < i r n u mf I o w : : h e m a i n I i r r e . L s
()0? oF
i ) , 1 : i i il l ( l ; i l ) l ) : - ( )ixr r r at : e i . y
t l . , o f ' r r rL- .
l .r r , 'I l ) l r r r ; : . i uit..z: . i - r r cv. i; r I v t . l ; , l i I . l - u , s t t . . r . L I . r
t . r ' . t i )l : u e l . f r > r w , a r d o f ' L h e r n a n i f c , I d , o r - , r i 'rn

i r irra

ruEof'f

.L'hiS
^r.rr

cut.oFf,
vuL.vLr

nr-o_

Pj_s

v e r r t - s f u e :I t i r o r n d r i t r b l : L n g j - n t o t h e r m a n i I c r[ ' , i ; i n d t - l r : : o u ' 3 h t l r c : f r r e l n o z z l e s , e . L i r ni r r , rt - L n g t o a r n aj o r d e r ; r e , : a f t e r - f , i r r : s
;rnrl c;trboni:zation of tire fuel nozzllel;.
Carboniz.:,ti<:n ilccursi br:carrse cc,rnburst.Lon
(:ltaillil(tr t.ent1>er,ttures,ar:e Lowered and th,e
fu,:i. j.s r,ot cornplet.cly burned.
a

A j:lor.r divider
pr:rf cr:nts essetnt i-;rII',' ii.rt
s a r r e - 5 u n : L i o n a s a . : l t : e s . s u r i : : i n , l v a L - , - eIt is useci, asi tire ilarne imp--ie:;, tr-- cevide :iIo;v to Lhe du:Iex fue.:- nr:::zIr::r.

I
L

FcwerPlant

^n.. _l

Hgtr Nepal

EAIrunes

CHAP:
ATA 71 B0

F U E LP R E S S U R I Z I N G
r r n t \Yt LF -

V/1L

-r,^ttrT
LI\bII{L

nT
11I

Inl F
IULL

P RE S S UN I Z I N G
VALVE

'ln
.4

ER
F U E LP R E S S U R I Z I N G
V A LTVT N G I NO
EP E R A T i N G
AT HIGHPOI^JER

SECONDARY

PRTMARY

too la _

?4o*",g

^nr:

Z ao (6
-

-.

{-tca,"lpt,-S
\./

'-.- pnessuRtzlNc
VALVE

16;.t

pnee:153i

BF'htepai

frE'Airlines

lPllant
lPorvrer

ilrarirt V;lI ves

' l ' l t t ' c J r - ai r r v a I v r . - s , l r : e
units; us;ed f or
f
u
r
:
l
f
r
q
l
_
t
h
e
various compo_!Jolning_
nen I s; o F tht-' enc;i;re wirere ae cum*la t.ec]
f r : r .I i .s r n o st I . i . k e L y t o p r e s e r r t o p e r a t i n g
,
p : r - o b J . e n.r sT h e " p o s s i b i l i t y o f c o r n b u s tj . o n
r:irarnbcr accunlu.Lation with ther rt_,suItanL
f ir,: hazarri is one problenr . F, rr:siilual
p r o l : I c r n r i s j . e a r z i n r ; l , e a < l a n d / c , r < y u md e p o sit'.:s, after: everpo;:ation, in such pLaces
as .[ue1 mani.fol-ds anrl fuel nczz)-es.
I n r;onre inst-anc:es thrr f ue1 manil:oLls are
- --:*..
r:ra.rneC by a,n j.nd-i.virlual unit krrowrr as a
*

rhi; rtpe ;-;Ii

lll_I-I*_qylr::c+_"r,.
.,p

yj_.s;1?_ret.e by
r ()s s u r e -di f f e rq-1r.r_!Ll-.-g r
lla
i t: r ra1, bt: sc: te1191ilq12g_r.1Fgd-r
'['he

cornbust.ion chermber ,lrain va].ve

< l r a t - n . se i t . h e r f u e l . w h i c t a c c u m u l . a t e s . i n
t : h o c o r n b u . s t i o n c h e , m b e : ri t f t e r
eac:h s;hu.t( l o w 1 1s 1 1 f r r e l t - h a L n l a ) / l t , l ' v e a c c u n r u l a L e r l
cluri ng a [alse sta.rt., I.E tne conrbu:;tir>n
c : i t a n r b e : : si l r e t h e c . a n t y p e , f u e l w i J - l
cir:ai n by r7ravity
i.own tlrro.ugh tbe f larne
t : n b es < t r . L n t e r c o n n . e c t e r t u l c e s u n t i l . i ; :
qlatlrcr:; in the louer chitmb,:rs, I.hich trre
f i tted wi j:h Crain lirres to the drai-n
l'aIvt:. If the cornbust:ion chamber is; o;i
lhe bas;kel: or annular type, the fuerl
v , ' il ,l m c : r e i y , J r a i n t h r . o u q h . : h e a i r h o l e r ;
i r r f - h r - :l i n e r
anl accumul_atr: in a tr.ap
i n t - l r e b o t , t - o r no f t h e c h e r n b r : r h o u s i r . g ,
r . r i ir c f r i s c : o n n e c L . e d t c , t f r e < i r a i n L i n . e .
Af ter tire fut:I ,rccumulates in the o.rai_n
Iines,
the: drain valve ;rllows the f uel_
to be drai.neri whenever pre:;sut:e withirr
t - l r r : m a ni f c ' 1 d o r t . h e b u r r r e r , is ) h a s b e e r r
rrrdu':ecl tcr n<]ar at:nosphe,ri<: pr:essure.
t I ' i . ; i r n l r rr:a t - _ i v r : t - . n at . t . l i i s v a l . v c b e i r r
( J r l L r (w
l ()Lkirrg corrciit-ion to clraj-n accumLt_
Iatt-:rl f ueI af ter: e,rch shut.clown. Other-,
vrisc, a hot sitat:t ,iuring the rrext start. r - n E , 1 t r - e r n pot .r t r n , r f t e r - f i r . e
;rft.,ar shut_
c 1 , : w nt = I i k e 1 . y t : o o c c u r .

c,uar,'
f,Jf\

71 - B C)

PowerPlant

\,i J wepal
ffiffillirlines

71 - 80

cxae,
[J[

l,JAl', i NJECTI0N

I^IATER
QTY X-MTR
t^lATER
DRAII\!
VALVE

I.JATER
TANK

I pness ll
ll
laNcr

wATEt n MP

P R E s sl t P R E s sI
rxcr ll NG. I

X;"i{'D

D R A T NV A T V E

,-\'o7

:-5

I^IATER
PUMP

=41, _.) ,=
\

{J

WATEN\

.--.ffffra'

'TIAILK

s.0.v.

PRESS
Sl,liTCH

I.IATER
FLOl^l
R [ GU L .

(w +"kr aFt-

!..-\ t"r;l,1" Llp'*rcLc .l

THRUST
LIVER

-Cr-erlc d^Dc- h-

(t

Lt),..l-a. Wlt-q,-l

HfTqg _
Ur. )

l4aterlnJectlon
engines to
of turbine
The sensitivity
in
results
compressor inleE temperature
t
h
r
u
s
t'
loss of available
an appreciable
t
u
r
b
o
P
r
o
P
a
or power in the case of
engine, on a hot daY. It is sometimes
output' '
necessary to augment the thrust
i
n
c
reasing
o
f
is a means
water injectj-on
s
e
c
tion
It reduces hot
engine thrust.
ternperacures, fuel flow can be increased
Lhereby obLained'
thrust
and greater
p
arLicuJ arly desiri
s
.'thrrr:;t- incrct.tse
engine
an aircraft
w
t
r
t
:
n
L
a
k
e
o
f
f
able aL
o
uEpuE
g
r
e
a
t
e
s
c
t
h
e
f
o
r
is called upon
i
n
j
e
ction
w
a
t
e
r
E
h
e
of power, Eherefore
o
n
l
y at
systern is designed co function

h,Q

c ia

lrr

lfr+ d^

plays a najor part in

The fuel control
process on engines
the water injection
When water
feature.
equipped with this
fed back
i
s
a reset signal
is flowing,
w
aler regut
h
e
from
t.o the fuel control
which increaseq the flow of fuel
lator,
Lo the engine.
waLer
WaLer, supplied from the aircraft
t
h
r
o
uqh
p
d
s
s

s
p
u
l
n
p
r
a
b
y
t
a
n
k
storage
s
;lrul:w
a
L
(
:
r
t
h
e
t
o
v
a
l
v
e
s
a
n
c
l
r;t'-raincrs
p
l
a
c
ed
i
s
t
h
r
o
t
t
l
e
W
h
e
n
.
L
h
e
off valve.
L
h
e
ina
n
d
p
o
s
i
t
i
o
n
p
r
e
d
e
t
e
r
m
i
n
e
d
in a
o
f
a
n
b
y
.
m
e
a
n
s
a
r
m
e
d
jection
system is
o
P
e
ns
Lhe morlor actuaLor
arming switch,
t
'
o
w
a
L
e
r
permitting
valve,
the shutoff
florv Lo the water regulator - The reguprovides a constant pressure head
lator
orif ice, whj-ch, in turn, ensures
a
n
to
waLer flow to the engine.' The
c
o
n
s
t
ant
a
water then passes on to the engine water
through a
where it is injected
inlets
jnlt:lst)ray ring int.o the compressor aj'r
or through nozzles inEo the engine dif-

high engine Power.

depends
upon engine thrust
The effect
used and the
upon the type of coolant
For effecquanLiLy of the coolant flow'
h
igh heat
a
w
i
t
h
l
i
q
u
i
d
a
tive cooling,
W
a
ter is
r
e
q
u
i
r
e
d
'
i
s
v
a
p
o
r
i
z
a
t
i
o
n
of
coolanE.
the most.desireable

..-

,i.ijt
-.

.l

or

sectionr

fuser

.:;.:-.-.'*.\-r".
t
a

^-

-;-

boEh-

'
r:.;
--'a'

li.

'

r
i
1

NgiE/ttepal

EEEflA irl.ines

PAcE:1-'D

PowerPlant
cuae'l\J,[

i/il .- t0

CONTIlOL
UNIT

I
I

t
I

EXCES;S
I VE
FUELRETUR]\
TO
TNGII\IE
DRIVEN
FUELPUM P
INLEl'
ME T T R E
FD
UEL
TO FUELNOZZL[S

FUIL INI.-ETFROM
E N G I NDER I V E N
FUELPUFIP
CONTROL

'l'lrc f ue
I con Lr:oI syr;tenr is one of the
rnore comple:x erspect,:; of the gar; turbine
engine. It mus;t be possible
to inc:re,ase
or decre.lse tfre porvr:r at will
to <>bt,tin
ti:e t:hrust. recluir:ed for any operrat:inr;
ccrnrlil_ion- fn tur:bine-:cowered ;rir<:ra:Et
this
cont.rol is llrorridr:d by var.ying the
f Low of fuel to t:he cornbustion chermbr:rs.
liorvt:ver, Turbcprop airr:raf t- als;o urse
variable -pitch pr.ope:llr:rs; thus
, t:he
sel-ccLion, of thruLst is sh,ared b,y lwo
cttrrtr,:llabIe
variabl.es,, frrel f l_ow anci
prope Lle:: blade ansl.e.

Tlrr: fuel ccntr:ol schei,ules the <1u:anl:it.;

of fur:'l flow r:eqr:ired by a .lurboje-u
en<;inr:. It provides
fu.el to the cor:ri:us._
tion r:hai:nbers at the pres;su:re and .yolur:e.
requi::ed to mainl:ain the en<yine pe.ri:or_
mance,. AI the sarne time i.t -Linrlts
FueI
flow ho rnainta.in operatirrg
conrlj_tir:rrs
within safe limiLs.
It corttr<>ls engipe .rpm,
F , r e \ r e nt s ; o r . - , r hea.tirig of the turb.i-ne, com[)rerjs;or
sur.;:
ani. ei.ther rich trlorvout cr Lean dit:_or-:t.Thj.s i.s trccr:rnplis;he<l by mearrs <lf
cont.rc,signals
to .!,he furel co.ntrol.
IL can
qpn<o

The dJ_re<:t result

of verry:Lng fuel flow
is hiqher: or lcwer co;nbusi:io;l temperer_
tures.. f f f rreL f 1ow is inr:re,rsed, ther
tempet:ature of the air pa:;si.rrg throuc1h
t.he btrrne:rs is increase:d, acr:ompanieil
by a sma1.l .Lnc:rease in prr:ssrrre that re_
acts ()n troth the turbir.re ernd the com_.
pressc)r. Thr: tr:rbine
rece j-ve:; a,Cded h,eai:
and pr:essiure-e11ergy. In. the comDresscr,
t-lie effect:i,s
a small bacl: p::essure. Thet
comprrsscr r:otr:rs acceler;ite
in spite oI:
the aitded pt:es:jure which t.hey prlsg over-.
con)e, provicied th,: pressure
:,s llot t.oo
g r e a t . . T h e j - n c : : e a . s e dc o m p r e s s o r s p e e d
forces, addiLional
air thrcugh the r:nginer
with the final
re::ult, that, ttrru:;t [s in_.
creased. Reclucj-ng fu,:l flow start.s a
series of er,'ent:s, berTinning uriilr a lower._
ing of comburstj.on ternperaturer and endino
w.ith less th.rus;t-

'- power l.ever posit:ion

.- engi.ne rprn
'- compresrso::
dischat:ge pressure:,/br:r.ne::
pressure
'- c3mpressor
i:rlet. t:emlrerature or F)rer;_
q

116

These var:iables
etffr:ct the ;morrnt .c:f
,
f u e l f l o w . R e g a r d l - e s : ; o f t . h e ' t y p e r , a J .l
;
fuel cronl:roIs accomplish ess;enti.al.Ly.
the same functiorrs.
but som)srlnse nlorl r
engine vari,lbles
than others;.

,C)

z {-'

-U

F\
' olrc->-

qJ,(/

\f.J

PACEIS

PowerPlant

Nepal
E,,,+F

E&:#A irlines

cHan:
[JL

71- 80

LNIT
F U [ L I O N I ' I I OU

I
I
!

ENG
I NI

THRUST
LEVER
SIGNAL

COM PRESSOR
PRESSURE
DISCHARGE
Si GNAL

sPErD
SIGNAL

I
I

a,T

E N iGN E
D RI V E N
FUEL
PUIlP
lONS
COI'iNECT

E N IGN I
STARTLEVTR
INPUI

I NG
COMPUT
SECT
I ON

M ETERED
FUEL

I N L E lT. >

FUELl l r
FF,(lr'f
SHUTO
,:F
VALVE\ . /

<.
RETURN

I>

he l"v'cr-f

Dnc-6-( trz -'l ='

l/< {".1 .

i,wrri.hw^t

(iy.;t"

411, txt;",)

W',l^g)

Qc v - l ro, l- L,','^lrol L{ni I

'i'wo conerols

levers

cockpit.
The power lever

are

frovlded

ln

the

(the
lever
rrom
is a carry-over
term throttle
a
o
b
v
i
o
usly
i
s
a
n
d
d
a
y
s
engi-ne
piston
j
e
L
e
n
g
i
n
e
t
o
rnisnomer when applied
with which the engine
powered aircrafL)
The power
can be selected'
performance
direct
p
i
l
o
t
t
h
e
does not give
i"tut
valve in
m
e
t
e
r
i
h
g
over the fuel
control
lever
t
h
e
By placing
the fuel control.
tells
the pilot
position,
into a certain
how much thrusL he dethe fuel control
then monitors
The fuel control
sires.
suffip
r
o
vides
a
n
d
s
e
n
s
e
s
e
n
g
i
n
e
the
.
t
h
e
engine'
t
o
r
a
t
e
a
a
t
i
u
e
t
f
l
o
w
ci-ent
obtainb
e
w
i
l
l
t
h
r
u
s
t
s
e
l
e
c
t
e
d
t
h
e
thaL
l
i
m
its
o
p
e
r
a
t
i
n
g
t
h
e
e
n
g
i
n
e
w
i
t
r
h
i
n
ed
d
e
c
e
l
e
r
a
tion
o
r
a
c
c
e
l
e
r
a
t
i
o
n
t
h
e
during
period

or t h r u s t

The fuel shutoff lever controls engine

starting and shutdown b u t d o e s n o t c o n trol engine fuel flow.

la

\#

Ne'pat

IlEtEAinines

rr,et:157

PowerPlant

'l'lrru:;t:

cHne:
fiffl

71 - Bt)

rcl;rrI:s
f.ronl Ilrc acr-.cI,:)rattiolt itn_
A . : r r : > i l r e r r c s p o n s . L b i J . i t y c rf L h e l : u c L c o n _
[ ] . 1r I . r ' r l t : o I l ] ( ) u t a s l g o t ' a j - r j : l o , , v i n , l
Lrol
is Lhe pre'renLion
c,f coml?res::or
i - l t r o r r , ; 1 . .t l r r : t _ . n g i r i e- C o n s ; e g r r r : n l _ J - y ,
ctnt
sur9,-, to wl'ri.ch reference
has;rlrr::icly
v , r r j , r I i < ; t r i r r ; r i r - t l r . , n : , ; i 1 . 1l :, ] r r : u r ' 1 r Jcllrr , r r r r ; t , : ;
l r r , ' r ' 1 1 1 1 ; 1 g 1(1i r' ._ r r g r : i s a c c r r d j . i t _ r > r r o I u r r _
L n l ) r c $ s u l - c ( ) r t - e r n g r e r . r t - _ r r rw
: ei L I
,rffect
stab.le
a ir f low Lhrr:ugh the cornprres=ror,.
l-irr'{-hrrrst. tlrre La t:he cltancJe in rnass
t < > w l r i c h t . h e e n c yi n r : i s m o r e , s r . r s ; c e 1 : i : i . b ) - e
,tirl'l.ttw. Jn't:hr: railcle oI engine
<tpera_
aL lrigh fliqht
;rlti-tuCes.
It
- L s rn c . : e s _
l. r.)n f ronr sc,-r l,tve L to aILi.tu<le,
atlnos_
s,y_a Lo--1inri t*acce Leratjg5; f ur:J*Lk:ul , l r ' : r :i r : [ ) r c s s u ) e v a . r i a t i o n s
harze a
s c h e <i-uI e g* Ll*g rtleg--lp- -.evp-r-d**rrg
9,. A r
tll.i.,r t rrl: e f f c.c't- r:rr a.i-r densi.ty
t_han L.he
cc:r:t;ij.n conpress;or sp,=eds and inle::. aj.r
( l l t . r i n c J ( ) sr n a n r b i < : n l - t : e ; n p e r a t . u r : e .
For any
t - e r r n p e : r a t : u r e s ,c a . l : e m u . s t b e t a f : e n n c ,t t . o
..;tL'.r(ly state
condil:j-o:.r of eng:.ne op{?ra_
i r : ,[ . r o d u < : e f u e l i n t c > t i r e b u r n e r - s r = < : : i , o r i
( l{rtl (trr,-t:;a
: ri r [ . ] o w t l r r o r r r l l l t : l r t , lr : r r g . i r r c
j n s r , r r - ' lar n t . : u , l n o rt - l r a h
a crjtic:a-IIi,
hir;tr
1;orr:;t-.tn[), a <]t,.Lin:_tearrtcunt of f:ue.L
is
p r 4 s s i u r e w i - I l b c p r - o d r : c e , Jb e f c r r e r - i - n ,
t t c t ' , i . ' r . lr . t t ) ( 1, L l t e r e . l . o r r : ,
L h e f r - l e I , z , aj - . r :
airfl.ow, and air pr.es:;ure increa:ir sr:f.
r.rt'i.,>rvill
be consr:an[.
f icientJ.y Lo t.ake c:aro of the siLu,at.i_cn.
' l ' 1 r , ., 1 r r , r n f
i.f1' of fuc:I :;uppl jccj mrrst be
U r r r l e r : s r . r c i r c o ; r r . il t : j c r n s , t h e t l c v t r > f . .a i r
, r r i l l r r l : c t l . r i r t . o r n a t , j - c _I I-\l/r L , J c o r r c c L .
fcrr
L h r o u g l r t l l ( l c o l n p r c l :s o r : s L o w s c o w n , a l r d
cirarirles ir.r ambie,nt tertperature
or. pr:es._
t
he comprressor blaces stall
caus:-ns l:he .
s:;Llre. 'l'lre nandling
of thr= engine out:inr7
eng]-ne t.o s;urqe. The i:ue.L f low schedule
strrai.iy-ritate
coridit.ions
i-s only part: o.i
of the Iue.:- control
is; dt:si,Jnei to guarcl
thc,' t.-cs[)on;i-bility
of
the fuel
ccntr:oL
agaj-nst- ti.rj.s conCiticrr .
l ' i i l F . ' nL i l c e r - r g i _ n e i s a c c e L r : r a t e d ,
ener.gy
i l i r r : : l - _b e s r . r l t p l i e d t o t f r e j : u r c i n e
in erx_
- - ' - ' : : : io f L h , r l _ t r e c e s - s a r ) . t . < > m , r i n t a i n
a,
( : c r t 1 : .;1i n l . r r ) i n . I l o w e v e r ,
if
the fuel
f l_ovr
-Ls iircreas;rd
l-oo rapiciJ-y, an o.verrrch
r i i i r : L l , r - r - :n t a v b c l p r o d u c c d
r,rhic:h rneans tira.t
l - . l r , rq ' - r . r n l : j . t _ 1<2> f f r _ r e l b o c c ) m e s
e:<cessive
i r r r . ' , ,L- , r t - i t : 1 , L c ) i l l , i s s . r i r : f L o w t . h . : o u r ] l _ r
the
cr-r,irre, tirc Ii.nri-:i.nr; t-cnrperert-u,;:e
of t.ire
t - r n - l ;i n r : i t l a i i r : s ; c a n l t e e x c e e c i e c . i
, o.r it
r . . , rI i i ' r - o . ' l l r c c . c , o l n l ) r e : j l . j ( r r : s l - a l . I
;rnd a con_
c l i . f _i o n r e f e r r e r l
l:o ;is ,,rich blowout,,.
l i i r ' i r l r l r t r ^ r o tLr c c c r t r : s w l r , " l n t - l r c ,
antourr{-of
oi:r./g{)n rn Lhe air: stip_cLy is insuffic.ient
r.() srlr)p()iaL cotitbu:;ticln,rnd
when ther m.i-x_
I,ul-,.t i,s <:or:l.ed bcllou Lire
c o m b u s ;t i o n
r:em_
I.,'rat',r,rrc b)r the e:xcerss fuel.
('(\n\'",':;{'
l ' , l - ( . ( l u ( - i n ( - ll . l r r . f r r r . l f I o u , t - c t O
tlrrit:h Ly,.luring
dt:ccJr,r,lti(:)n ntay rcsu_t-li r r l t . , r r r c l. ie . - c u t - , r , l t i - c . l i r ) ( ! i l f tj l
f uel quanti._
I i, I .; rr.,'rlr_:(_.rld
1>rcpor t-_i.onaL 11, belor". tfre
. r i r q r r n n t . i t - ' 1 . , f h i s c a n h a 1 _ - p e nb e c a u s e :
i.:
r s; p.o:;sil_rlc to reduce
t,he f u,:I f low ;rt_ a
fastetra.te th,rn t_he re.te a1- which ttre
c o n u r r e t s s c , r r u j .l . L r e d u c e a j . r : f l r > r v
to tirer
i-rr.rrners. Tlict f ueI control
rnu.st mainta.in

er)9tn: oper.iE.i<tn within

I j-mi_:s of the
{ . u c - I , / ;i r r a I i o , , w i r i c h w i I J . p ; : e c I u < ] e
tltc
pr:s:;i.hrtIiLy of a flameout. dur:in,g
either
r r e r : t ' l . t ' r ' n t . . i t .or lr:r d , l c c l c r l t : . i . o n .

.,

P^GE:1,8

JE Nepal

PowerPlant

&*i,ffA irlines

cHne'
[f[

71 - B0

r
r
\w2tex:4ri

,,-

ta

-.',re
i du,

t"

8t dab

STEADY
STATE
- LINE
{n t'"

Q;ct 91"" o*

'--.}

ACCIL.

fc 7't,ur/

-,)

t'.;

dct ir"_. ,.] i*.1

A , ^ r l , ( . L , | . r . . , al ,- u a | *

n F { ^F I

Cro,n

t
I

t-z

I'IAX
POI^JER

IDLE

G^"1 6h

ENGINE
STARTUP
P0|^JER
LEVERSELECTI0N /'

/ -,
tz"'vvt
l^"*t
"

ut*t

ENGINI

[/, seero
5'-, ,
\./

( LIMITED)
t-+
E X C E S S IV
FE
U E LF ORACCELTBALi*ON
4 - 5 ACCELERATION
LINE (CUP'"-=-'.-rN,rriLD
, i.
5 - 6 DR00PLINE (RPMC0NTR-OIffiF-;rrct L,.s 1^ttntucr (ttt'"
6-7
P OI,IELR
EVER
S E L ECTI
ON
6 - B REDUCID
FUEL FqE-D-EEE-LE.RAT
I ON
- I NF U E LA D J ).
B - 9 D E C E L T R A T I O N -(.LLIIM
NIET,Ti DM
(R
P
t't,.CONTROLLED
9 - 2 D R 0 0 PLI N E
)
'

to.-&l

!or"

/t-t

",+/

(n1'Jv""

t-c-| c-:>>

g,,1\t1pi'l)9

PoulerFlant
*rne:flf,fl
s i t'tPL
I
t:tjIt_c ]NTR0L.

7lt - 80

POh,ER
LEVER
slcitAL

n.
t4v

i-_---1

;
l

S P E E iG] O V E R I i O R

'

E__,
._
_---__ Spitiifln
'=*-.=:,_.+

spRtnci

(-=

cr=3

-t'l-)''
'1

--m

"-F
-|

FLyl,lflGHT

lz |

",F+=

3,lrl$
l,-_| 't'/
)ll tl ( ":o'
:lF-A*:

I'1TTIR
I ]IG V A L V E
PLU N G I R

i--5-

rl.ltii
H I G HP nr s ( : i l n : . . .
-J/
FUEL n t r a n

L
Fi_0tJ

ADJusntENT

II

II

I
_ . . ' : ?

L-

('

,,.S

FUE:L :'
SHLITOFF' I

*Y\j

4'

PUMP
RELi EF
VALVE

i'
(t

W*

ENhINiSPEFN

:Ji GNAL

l/At 1ftr
I NL

I-\'r-

"\ - / ' i

''

F ' ;; E L
il.-

\,r\

.t

/1

I_J
-l

/ )-.

1 L L _L )

DI F.:ERTNTI AL
P R E I J S U Ri I
f { I LI I F V A L V I

^/-l
CDP

u\[-

1!!-f

l,!.\

r/.-r; ir.- ,t

3- D- cAi.l

>'

C0 t ' l P R t : ) S 0DRI S C H A R G E

PR E r i s u (Rcro e ;si G N A [ _

V,
COI'IPRES:;OR
I|iILEIT E M P E R A T U( R
CE
II)
Si I3NAL

,58 Nepat

PowerPlant

sffiAirlines
Inl:cductlon

Depr:nding on the type of engine ancl the

pe: f crnrance expected of it , f ueI conl-roIs
frorn a simple
m a ' r .r' a n g e i n c o m p l e x i t y
va:-ve to automatic ccmputing contr:oIs
coirLainjng hurtdreds of parEs. It 1s noL
to go
t.he purpose of t.his descripLion
inlo great deEail on the complex controls
some of the printo discuss
but rather
o
f
Ehese controls.
a
l
l
ciples conmon to

cxap,
ATA 7tr- BO

conLrol Port in t
1s the area of
meterj ng va lve
'fhis valve
does not repltrce the higlr
pressure relief
valve since it does lrot:
sense absolute pressure.
Thqr-dif ferentLal - relief
valve survcs..
purpose in t_bg!_-i-E k(:(:t)s
gl!g,L-!gr useful
F h g _ _ l U g h p i e s s u r e - p .u.m
: ..i .5- w o r k i n g o n l y _ a s
neld--g.F-feqq
i.r.ed--lt I ni nri z i n g powe r I os s
arrd heating of the fue1

SlmpleFuel Control

SpeedGovernor

'I'he sJ-rrrplest concei'rable

corrtrol job
t
r
ol f or a sirnple
c
o
n
f
u
e
l
a
wcul-c involve
turbc; et.
The fuel sysl.etn for the engine would
consist o! a-tank, ,w1LltgraviLy or booster pump feed to a high pressglq .fuel
pump, and a yal-ve' The valve consists of
and metering holes,
a sleeve with inlet
p
l
u
n
g
er operaLing on
o
r
p
i
s
t
o
n
and a
portsor
these holes
-A-,fe-lr.gf ,v-af:fS^
j
.
n
the systeln to proi
n
c
l
u
d
e
d
shoul-d be
p
u
m
p
i
n
c
a
s
e
.
t
he shut'-off valve
t
h
e
eect
is closed.
Another necessary addiEion is a minimum
iuel flow adjusdrnent. The fire in the
engine will
9o out if the fuel flow is
cut oif evcn nontenEarily, and thc engine
by adlnil-ting fuel
cannc: be restarted
iE is coasting unless the ignition
*hile
Therefor, -4on ccntinucusly.
ls leit
needle va].i'-e-- 1s- u-s-ed-Lo-i-yass
paraliel
a_si1r1-.! allQuq-q of !r':eJ- aro-qnQ-.the tneter-

'i'lre arnount of fuel required to run t-he

engine at rated rpm varies wilh the inlet. aj.r condiLions. For example, it req r r i r e s l e s s f u e l L o r u n t h e e n g i n e o n- a
fror Aay th-an-a cold day. In order lo
relieve
the operator of Ehe necessity of
resett-ing the maximuntf ueI sLoP' the
is added eo the simple
final
refinement
fuel system, a speed governor

'i na

'ilie

r::

are L-shaped and pir.'ot

The flyweights
about a bearing at the corner of t.he L.
The horizontal
arm bears against the
and a
lower race of a Lhrust bearing,
spring load comes againsE the upper race
'fhe vert.ical
section of the f lywe ight. is
I lrn

conrplete systern is now

fuel
is tlte
r
e
f
i
n
e
n
l
e
n
t
.
licu,ever, a desirable
valve r
e
l
i
e
f
aCciit-:.on oi a dif f erent i'-rls
c
t
t
s
e
s the
v
;
r
l
v
e
relit:f
l-l[e {:ffercr.rtial
c
o
n
t
r
o
l
L
l
t
e
oI
pressure
on boEh sides
f
u
e
l
cieo
f
por:
Ehe arnourrt
and adjuscs
k
e
e
p
t
o
valve
to the meLering
Ij-vered
fairly

a nearly"'constanL
drop'artrire pressure
by t-he sett Ing of
yal,-ue, as de termineci
The f lov" t-hrouqh an openr-nq
spring.
iis
ciepencis otr two Par.rttre Le r:j
- opcning
widr.lt
- di f ierent.ial
[)rc:ts;rlr(J
tlrt: rliffc'renLiaI
If
Ltre operting.
across
is kept aL a coltsLatrL veilue, Lhc
pressure
Lhen
r-he flow
t-o corlLrol
varrlable
only

Frrrrl

elCmenL,

tending

LO nrg,lr.:

_+I_l;-.-o_f_: o t a t i o n wire tt
9_uty q q_Q"f r_qi!__!be._
L h e s :--,-,-,--.,
es., This force is norp e e d i n c r e a s --L--"--m : I I r r 'i- n. ' . -h : I : n c s w i t , h t h e S p r i n g
f orce ,
wLrich is set for a Certain speea',-and
t-he fueL valve is stationary at some
9i

I rro

aanl'ri

wod

nnon

i nry

T F

t-he

enni

np

I r ' s

qnepd
v r !

oneq

for which the spring

above that desired,
will
t
h
e
flyweights
i
s
a
d
j
u
s
t
e
d
,
load
l
i
.
f
t ttte
w
i
l
l
move ouL, and their toes
t
l
t
e
fuel
v
a
l
v
e
fuel
J>lunger to decrease
b
a
c
k
s
p
e
e
d
f Low and bring the effgine.
down. If the engine speed shall be
varied during operation, which is nornr.rl
propulsive defor r-ire use as aircraft
v i . c e , t h e s p : : i n g f o r c e m u s t b e a c lj u s table - 1'his wiII be done by thc eng irre
p o ' . . . ' e rl e v e r i n L h e c o c k p i E . D e p r e s s i o r r
of t.hc spring will
resulL 1n art incre.ruc:
o f c : n c . J i n er p n r

PACE:,1,5'j

I hleltal
'Aiirlines

:'

PowerlPllant

from the
o s.ecrlrrr maximurn sr:nsitivity
'
'
r
a
I
v
e
sleevcl arrci
.rrlvr)rn()r. the fur:I
to one
r
e
l
a
t
i
v
e
r
c
r
t
a
L
e
d
lrIung"t,are
another,, This exped.Lent almc,st contplr:tefr<>m
ly c+linri::rates th(l sr:atic frictj.on
the valva elelnenl:13lrd result.s
practical.Iy
accuraLe govbrnor,
from dealband-

i.n a vr:ry
free

AcceIerat lott L-lmltt:r

The fuel s1'st(lm component:s tlis':ussed scr
I1_ wrrulrl Laker
far are alnrosi: essentjal.
a

veI.y

^--.'F!'
uJI'Lilu-L

^ rr -qtLs L- ', rr
vn y^ q

l'^

'-rrn

th,=

en-

g ine witholtL ()ne or more of these gadgr-ts. Anobher componer,t vrhlch is 'cnly
slighrt.ly lclss essentia.l j-s an accelera-'
L i o l r I i n r i L . e : r . S i n c e t f r e ) n $i n e s a r e i n tern;iI Ly a:-r r:ooled errgines , much of Ltre
a i . r : g r u m p , e db y t h e c o m p r e s ; s o : r i s u s e d t c r
cool Lher cc>mbr:stion gerser; to the point
withcut'
wllLrrcr tl:.ey can run the turbine
t
o
accelernclti-ng the bLades. In o::der
rale ther etrgi:re, the f:ue.L f low is increas;ed, but only to the point wherer the
i.s rea':hed. As thtl
tt:mp':rature
limit-inc'
engine a,ccr:le.rates anci incr'eases the
airf l-ow, more fuel can be a'lded- Thi.s
funct:iorr ctrn .5e perfor.me<l by the opera'tor, but i:l it must. be dr>ne often it: can
by an autom;rtlt:
prob;rbl1' br: dcne better
d e v i < : e.
L e r m p e : r a L u r ev l e r e t l t e
If Lurbj.ne inlet
s e : n sonly enqlinr: limi tat.iort, ,l control
ing Lhis; tr:mperaLure can be used. Irt
most cas;es we are erlso f,aced uith the
nece:;sit:y r:f avcidi.ng thr: comF'ressoll
Si.nct-'a good incip:-enEsurge and staII.
s t . . o ] .i d c L e r : l - o r h . a s n o L y r 3 t b e e n c i e v t l l o . p L r (7
1 .LL i-s trecessar)' L() s,:hedufe t.he acceler:at:-ng fuel in accor'lance wit;h t;ome
enqine r)ar,tmeter or- combinaEion of
g>ar,rmeters. Wht:n the shortest
i ungitre
iposs.Lble a,:celeratj-on tine is important'
t-he r:onl-rol become:; r;rther involrted.
proTllis is Lhe prinrar)t ri3ason aircraft
are so compulsi-on gas turtrin) controls
prlic;rteci. For stlraller engines wil:h less
c r i t i c a - L c f , t n P r e s i s o l : s' o r f c r e r p p l i c r l tionr; where Ehe co:;t , nd simpJ-icj-ty of
than opthe r:on1:rol are mo::e important
L i n r u r np t : r f c r m a n c e , a s i m p l e r c o n t r o l
is' used gi'. ing erqutrll'y ef fe,ctj-ve engine
prot".ction
but vlith a longerr accr:leral: i.on t itne .

*HAP:
ATA 7't - i0

Cornprr:ssor disch;rrg{l pressur:e i:s con'ulloll-'

.Fc=' tl-rese
ly us,:d as the sttnsi:d variabie
'';: t.r
v
a
:
:
:
e
s
i
t
t
;
i
n
r
:
e
sirnplr: control.s
<='n'libo1:h ,:nginG sprss6iand inl.et air
Lions and thus gl-ve:s a fa.ir i;rdic= Lion
of th,e amount of fur:I whi.ch can be, blrrn-'
ed safely.
A simpler t1'pe of ccmpres::or ij-sc.:;lr'gr:
ni:--L s{?rv
pressurr ac:ce.Leration lirnite=
i
;
i
r
en ,rclor:i
f
u
n
c
t
.
L
o
n
t
h
i
s
to illus;tr;ite
i
s
c
o
i
i
r
l
e
c*'!ril intr:
I
t
:
.
to the, f:uej- system.
ue.i as a
f
b
1
'
p
a
:
s
s
i
n
g
:
a
n
i
l
i
n
e
the nozz:Ie
j.orr
e i?r-esischa::g
d
sor:
compres
ol:
f unct
C:r mc'r':
t
,
r
e
C
E
P
,
(
C
D
P
)
h
i
g
h
e
r
:
.
T
h
e
sure
fuel is routerf to the no.zzLes re=?rctj.vety l.es:; fr:el is rout'=d li:Lo t-:er rerturn Iirre.
If the fue.L flow dr-rring acce-r:r:at:c>n of
the erng:,ne sh'cu1d rrot only be et futtctj-ot:
of tl're (:ompressor ciischarge F:ress-are bui
of cotnpressor j-nlel: temalso a functicn
car:t
perat:urt: (cIT) a tfrret:-Cime'nsional
(3-D-caro) is used t:o match ei.e acc(llel:aof
ti.on fuel flow t.o the requirelt:nts
'Jte
c
a
s
t
r
t
h
l
.
s
I
n
e
n
g
j
.
n
e
.
th,e ::esltec tive
in tr'*: ha'r:;:
ce.m c:an be repositj-onr:d
- var:ia1:io:ns in CDP will
move Lhe r:an
I irt ea::y
- var:ia't.ions in CIil will
i--he r:rm.
tllril
ihi=
A canr frtllcwer t-han r'eposit:lcns
n r o d u - - aitn g v a l v e r , u h i : h c o n t : c - L s ; : r r '
fr.reI flr:w into t-he reLurn l-ine ei:--i hiere'wi.th th,: fuel f l-ow to the engi-rre:'
Tfre <:ontour cf Lhe 3-D-cam has been
prcfoun<l d'.rring ther engine deveiopmert
g r : a m, I f , r e p r e s e t n t l ; t h e a c c e i e . r ; r t i o r t
s < : h e < l u I , : a s a . f t r n c ' : i o n o f L - D F ' a r r ' c 'C I T '

prce:t62

PowerPlant

71 - B0

cnne,
ffifi
)l'i.rLU
ilfr
Tn

DROOP
GOVERNOR

H I G HP R E S S U R E
R E L I FV A L V E

TO
COMBUSTION
CHAI,,IBER
F U EL
ATOMIZER

SPEEO
GOVERNOR

--o{

.4.
RPI,l

ADJUST[lElJT

O R I V E. I N P U T
FROM
A C C E S S O RC
YA S E

Speed
Droop
Returnj-ng now to 3he operation
of the
oo!'err)or-engine svsterl , assume that ttre
,engine is running at rated speed, unicaoed, so that the metering valve is
onl-r' far enough open to supply the small
r-uei flow requlred.
If _!he load on the
g ng_i1.e__1 s__i. n g_4'.e*a
s e d, $r s_ : p_e_e_d__!i
Il d e crease.
This causes_t[e_f]yweights
to
move in undei the urging of t.he speeder
spring,
and the fuel valve is opened
',vider to admit more fuel.
I.Iith the
additional
fuet the engine picks up
speed again, and as t.he set speed is
reached the flyweights
rnove the fuel
valve in the closing
direction
until
t.he
proper steady state fuel is reached.
t,lot.e, however, that since the engine now
requ.i-res more fuel , steady state,
to
carry
the load,
tlg_f3-e-"1- nlu-!q.f+"9 va-I.ve
must be farther
open than it. was at no
Ioad. To accomplish this,
1t_.is necesg3ry, that t.he engine.runs_ at a lower
speed.because this catrses thei flyweight.s
tso move slightly
in and relax
the
spe'eder spring
thus opening the fuel

metering valve farther.

This means that
the system will
come to equj-librium at
a speed slightly
lower than the unloaded

spe ed .' Tlur. _e_s*'L"g_9

_jrl pf_egre s.s.i.yg1y
the
.ensine, !\e__sj.gad- .]-.ll_g:"llaea !-o

gressively
decrease. If speed versus
Ioad j-s plotted
we ge! a droopj-ng line
as shown in the figure.
This charactefiStiC

iS

portional

Called

d''ncrn"
" qe Pn_ e -ev Y e
_ g -d
wg__:j

nr

"nrn-

control".
The droop ghgrac!95-1.s!i.c is.common to
aII mechanical- governors. It is a good
thing frorn the standpoint
that it renders the engine-governor
system stable,
but. it. does mean Lh?t the engine is
either
running bel-ow rat.ed i;peed when
loaded or above raEed speed when unIoaded. This is not a serious disadvantage in many cases, and the control is
simple

pdcic: I,i:

\ry1 tYe,pal

ElEifA'irtines
l,lrrr<.

l-n

r\dy)

,'\r{irrnl-

LU ttuJu>L

FrowerF lant
F
I tUt P
U l, ! fLnUnIfIrLnI l \ J I

I)rnnn

LJtuup

The anro,:nt of drocp i:; a,liusta.bler in

va r l cus ways . nc,r l.nst:an,:l , i f we, u:;e e
s p c e J c r s p r i n g v r h i < : h. i - s I e s s s t i - f f , i . : . ,
of lcrve.r scale, ther ciian,le in force for
g t o v e n : e n ti s I e s s ,
tl)tl rcjqrlirecl fut:fyaI,re
alrcl t-ire rcsuIt:ir',g s;pet:d,:hange is t.iier.:Forer

'l

o:;s

n\f

m
. . , i. 'l ,r' ^ ^ i. : r r o

l-lro

.*,^p,
A'lA 71 - 8,0

m o t g- qo! rrl ir n
Y n

n^rF
I / \ / l L

wj.der radiaIIy,
tlier f--ow range j-s oitt a i n = d l v i t . r a s r r a l . l . e r a x . L a l m o v e r n e n t :o t
t h e : I u i : g e r a n d t h e r e i : o r r - ' a ; a i n a s n r a LL e r
c h . r r r r ; c - - n s p r i n g . f cr c e r. I r i n , : I I y ,
ther
s e t l - . r - r . t go f t h , : d i f t e r e r n t : i a I
valve cern.lte
incrr:aserd,',,'hiclr will
force the reqtrired
F r r e l f l r r - o r r r r h, t q m : l l e r r r r i : -l ^_nr e. n l n c r o _ :
tire l:uel- valvr:, wirich ag;rin results
in
Iess drocp.

"l- trlrriel-

llnltr.
UIII Li)

f rtr-Frn':n

: nr d
q
tu

lL- ur rr -r v- hv nr j^- rr -u- n

=.,^.i..^=:lulllc:

are:quipped
wi1:ir,a fuel
cc)ntr()l
::rj.t
w,ric.r aut.cmatic;rlly
sati.sfj-es
t : i ' et : = ) qlir-.mrrnts
oi: the ..-ngine - /rItn<:uc,':. t.he
h,rqi,-

roarr

: l L rl
q

.r jro-Jr

i r.,16'1 f S

lL -Ut Lr !rr l- rr ti gn o

*a!n' Yn l v^ r

a l nl r,l rt li lnE ^> a

g
,

crFrnp-;r I I,,- t:O

j..*.,
+L l!r'E^
da7:

whi.ch indiviciua-L f,:el ccntr:ols i;,ee:

thesr: needs cannoL be ccnverni,:::ti... genetr a L i ; z e C . E a c l - rf u e 1 c o n t r o l
ma::ufa:-::.rer:
htrs his or.rn F)eculi,rr 'ray of' m,=eii.;::: the:
engine rlemancis.
FueL co;rtrols cetn be,lividerd irito::;o
basi<: groups:
--,

--_

--,^-t
h r ' /\rgvtrj.rulAl"lt-cl
i
rlr

- eIe:ct.ronic.
Tite e:1er:trcni"i i ue.r- c{rntrol, ir: a ,::::,bi--.
n a r ti < > n r > f t . h e t v r o l t a s i c g r c , u p r : . l . i r 3 ; ; ;
ftrel corrtrcls in us;e today are th'=:cm-.
p J . e L . e r I yh y i r c m e c h a n i c , r l
LyFe.'
J t t L f u e L c c n t r o l . s a r e e . x t r e m e _ i _ ; 'c r : r - _ c LL - .
c ; r C e c i d r : v i c e s . T l h e h y r l r o m e c , h a n _ i . c ai : i r 1 ; es
aI:e c:oml)osed of spr:ed governol:s; , :=::rv()
s 1 ' s t e r n r s ,s l e e v e a n d p i _ I o t v a l ' . ' r . s , : . s e r l - .

A s a , - w . r r , ' s ,t h t : r e a r e l . i m i . L a r : i o n s o n t h r : s e
oodges. Thr: Ilmitation
on the speederr
spring con(:s.:rom the nec:esl;it'y for
havino o st:ab-Le flyrveighL-s1:ring
conLlcinabion. Thet I:i-rnitation orr tire .,ridth of
the r.'alve g;ori-'is establi.shr:d .by the
d i a n r e tre r o j : t h e s l e e v e . T l h e : : e i s a l i r n . j - t . vh r- -, un ,L\ - v^ -! !Fv^r rlw lw^u, ,L, ., - .
d)Vir:eS,
and
;:e:i::-:n(]
to tl-re numller of holes wl-rich c,in .ce
s ) ' s t ) n l s, I l a d d i L i c > n, e l e c t r o l : j c . i . _ : :i
t l r i l l c - d a r o u n c i t l : e s l c e v e , w i _ t h o u t w e a k r : n - (L-La, ,rlrl Lt YL 'vr rt :l ). : i - r , - n - n r ' r : t - o
;. r- r. n
t.lLUr;JL__.-_
. .n: l^ ^i ^ fa vi .o- '*-,=
::_=flncing i t. 'fh) I imi Lation or:, the r:n bhe d j.f - cc)uDl.es,
r,,.Iays, eJ_ec,:rica1 set'ro :,-.-s.f e r e r : L i a l c r r e ss; u . r e r e l i e f
v;rIvr: sr:t.tinq1
terns, s''rit.r:hes, anci sc>lenoi-ds..
i - s e s t - a b I i s ; l t e c i b . 1 b l r r e m a x i r n r r mp r e : s s u r e
r a t i n g o f t i t e p u r n p.

PnGE:1fli

B# Nepat

EAtntnes

PowerPlant

CHAP:ATA
n-80

EHGINEFUEL
NOZZLES

S+ Lzu-ct

lutl tr,ltr
f r t 9 50 l o l

F u t r /- o t L
HIAT
EX C H A N G IR

I NGll'.lt
D RI V E N
PUI,1P
UNIT

pur.:'+v'fl,,**-b.
I
fL-'-t;

il[il

?r<)t:,|(tJ

Plant
Flornrerr

cp,np,
ATA. 1'1- t30
AIiD
FUEI.Fi-OI,I
FUTIU
. :;ED
IOR
I N D] : C A

TRANS;I'lITTEII

['*-t

f"r*t

Y1i J

v?

FIJEL FL.C)Y/
x t0o0

(1,4{JC3
FRIfM

FUEL U:JEO

FUEL
CONTROL.
U I TI T

2
I
I

-E
F L I EL F L O I VT F I A N I S M I T I R

E
t urcr a
. tl

E
n lr l'
i l rLl lrI^Lad+L' li u
I lllunrri. i Ir n

l oyt:d :4- aIJ-,

Fue I f Jr_o1"nre
le15:-- g_r_g--e!np
I.rr-qe airc:ral:t. to prov.iiie t:he flight
cirgirreer c:r 1>i1':L wj-tir inrpt>tt1!t infor:r n a Lj c n r e c fa r r i i n , g . - L i t c e f i i c . L e n L o p e r a t : - c n
The nass; ol: f uel bein<;
"!l\r_gnqt*r_!_!ls.
lrtrrr:eci1:e:: h<>ur ntakes it. prtssible to
for rnaximun tanqe.
. r dj r - r s t p o r . / e r s e t t i n g s
n r a xi i n u m s 6 r e e c i , , f , r m a x : r n l t n ] ( l c o n o m y c , f
Il the ful-l:on:;umg-t-i-on _q-f
o!)cration.
'
:
n
q
ine is abnornral-for any particu-:ar
an
p o u / c r r ; e t - t - i n <,1 t h e n t l . t = o p r : r a t o r i s
Lrt
vr-.,rrrgd th;r L t-:lrere tg :!llt,..g-!ll:tt;_="!_r*qL,g-

aF
\ I
SUpf

fr.rel flcw

t r d: n rt i- L
i r l{- v
!e \i
}
If

ed

t:O

is

m c : se ut : : e d i n s t e ' a d

^t
^
l r o eL a
a rur e->s_L
o
f il':
lrr,
''.lnlalllnF
I lY r-._YJ.
rJL.j].'lj.: jf.l-r- u . _v L--tr
j.g
^^nla,'cti rrn
crrcr96
1-he

proIr()rt-iortal
Fo mass anil n,:l- Lo quc.ntL"a -q,iILorr
o:: I j-Lre ofl
f .,'. 't'lrt' irrii:;s oT
I r r c I v a r - i c : s r v i - t i t t - - e r r r 1 : , eLr :u; :l : e o f t h c r f r . r eL
and changcls <>f t-enrpc'r:attrre otherwis;e
inclic;rfor
would haver tr: be conside:retl
Liorr. "
i,-

lt

trans'1nil:t,er

is

l.octlte'l

i.n the

f ue l- s rrp*pl_y,
:!L.ia * 9 5-_-lI,9 *l-:*P tl:
_l,i_1_u*ge
j

::: l-he
. "iL can be: insta-ll a
-!r1o-11_._s.119_,!1or:r
<
;
:
.
i
;
:
:, fuel
s
e
:
c
t
.
l
o
n
p
r
r
:
s
s
u
r
e
l - o ' , +o r h i g h
:
.
r
a
.
:
jr:.:L
h
e
s ; j ' s i : e n r .F u e l . f - L o r vt t t r o t r g h
---"
f
;
.
:
t:er causesi'cCiit:"on -i a-::oEo'::i,fgrn"fll byscein to a-pos;it.lon i::."ttl.;it)-Thr: ro:.:r
;.::re {lg,! _!o_ f ge.l_f 1o11 r?te.
j
:
i
:
h
=
r:atr:s a three-phase cur:retrt
: ; t a j : o r r v h i c l ' r f L o w s t h r c > u q l . ' tt . i r ' : s : 1 1 - - - t
<>f ':he j-ndic:aL()r. The nag:reti,: : Le--: Lhru=
r r r n r l r r c e d r p . - r r - l - , ;w i t h t . h e f i e l , i
cf '::e
::ot-or in the inclicat.or anrl cil'l:ies --:. Ic)
;rqqumr)

t-lrt. ':ncl ittc: .

,l'1a:;e,rI

A f-.eg

no!: i t- I on

ccrrr(:Sp'3ndi..:tg

to

:.he

pos i-Lion of th'e rotc,r :Ln the t::e.ns:-: tl:er, which again dri.vet; Lhe inl: j.ca:::r
lrper'l'lc

ti-+'rohw

--^"j--

JllUwf.rlY

&r-^
LllE

t"--

!u=--

f'-:'"'

, , a C , =o r , t . l - r e i n s t r u m e r n t s c a l e c : : i . i - : : : a . t e c i
ca i:he
.Ln Ibs/lir or ktr/hr. Por;itionir:::
ac::i e'ri
:
;
rot()r wi-t.hin Lhe tr;rnsrnitLer
a;::i a
i
m
p
e
l
l
e
r
:
ed )cy a e,c-rnot'3r dri-ve.tr
j:urbine qonnecLed to t.lee rot.or ' wi'1'=:'e
merji um'
.fueI iJ t.fre energy t:ransferrint:
(
i
ri'i'trn
t
o
b
e
h
,
a
s
llec,ause t.he impel ler:
r^rit-n a cclnsl:ant speed ir fuel. fj-ow lpower
: s u p p l y u t r i L i s i n . s t e r l l r : d , w l ' irc i r c o l n t : r o . L s

Ei 16{'

PowerPlant
cxne,
[J[

71 - BO

i-*
I
l

F U E LU S E DI N O I C A T O R S

F L O TR
V A T EI N O I C A T O I I S

SWITCH
RSET

E N 6 I H EF U E LF L O \ ^ '
S
T R A N S M I TR
TE

N0.1

LECTRONI C
M OO UL E

N 0 .3
H 0 .2

the
r.lri

electrical

power for

the

impeller

rra

In addit.ion
to the f.l-ow rate i.ndicator
a "fuel used gage" may i-.e j-nstalled
shovring the amoune of fuel burnt wit.hin a certain
time perioo.
This gage can
llzornaAll
F,o
hrr
.,teans o: a reset switch.

^4

F.ta(jE: -.arl
l'-Y

\t#l l{e1tal

Prowti'Plarnt

EisrAirlines

F
l rurtor Il
FueI
nake
pump
low_
_f

rI rl lrlltc; :Li t

rDl r 1; )t ti r. 'Ur rl r nt r

Tnr{lnnilnrr
IlltlILdLIUll

Crrn

rutrt

sy:;te:n charact:er:Lstics freqrreni.Iy

it advisabl.e t:o rnonitor t.he fur:l
in.-et press;ure: . tn_ ':ase c,lj:usl
stopp1ge_ rI._!,1 :_g.il_t,iJ_ is,* oi:sirable.

-t"[e-_-{i-!!=qy!.-tv
-t9_L9.el..e--F"!q-,_s,sLq5_c1e""e,f
otriclclw.

l!:::-rr*J

ir

orderr

t.o <letr=rmine

"tiLtf'tei
t r o u t r l e h a s d c v e ,l o p r e d i n t h e e n g
j-ne or
irt tlrc air:raft
fuell:;ysE.ern, so thaL

n t - o m f ) i . r\ -.u-Lr r pL e. uf L ! \ g i . ^

t-rrLrrrJL
T^
Iil

a,lli.-;^cl(IC'II-LO-1

tsL6
Lns

-.^,;^^

cLLu,LUll
rrol

't .u -a ,J ,

nrrrnn

t-^
L'c

.in1o
-,^4-'c

t:akrln.
pf

t3S-

srirc rvii-l in<liie te- posiliil-civitat.ion

. 1t t h e f u e I p u m p , i r r l e t : i n f l i g h t ,
arrd
iviIl--Sllt;i; 'riiccfrcr or not- tfie fubl. s'fst.eru
rs oper;rti:rg prc,perly during englne
ground <:he':ks

^v t ^t

J'nmnnral-rrra

*ree,f\J,[

tgliluurdt-ut

h
^^* L,
ut9-

q__!

L.L

qt

c *L . t . h e

Tnr{{

nn!

iz-[ ; ](l

l ar-

1|lurLdLrull
fur: i

te::ce::-. --:,1:: is:

measured :-n ,)ne fu,el ta:i-< bu:. cn -=on=

aircraf t ti f uel termpr:ra:ure i.nd.Lc:=i.Lc:whi:re t.-.e :i';.:- t=:system is installe,d,
p,erature <iow;rstree.m <>f '!he frrel r,=a':e:
is detected
icy mee.ns of a fue,l t:r.!{lr'=ture bu.lb.. This burlb is a tenipe::;.--u:.r
i.=nlte:=sensit.ive resistor
l:ike the oil
ture bu.lb.. Tne iniiicato,r is cal.Li::a;e:
in "C and it may Lre :r s i-ngle in<l:.:a !c::
in a muJ-t:.-eng-ine ai::craf t wi th ;. st:L=-ct,rr switctr c,cnnect:inq i; to t,he i.::dil-dual engine ,)r to a .j:ueL tani:.

pnoe'.1(fr

\gZ Nepat

gAlntnes

PowenPlant

cxae:
[f[

7l - 80

EF'GE:169

Ne,pa'l

\#

MlArnrnes

PowerPlant

71 - B0

cxne,
fiffi
RIVTRSTR

FAN

ENGINE (:ORE COWI,

(!*

CO\^/L

/--

).+

RTliSER

ll

,\
o

\y--<(
\

,l i 1
t,

a11

:J

.\ tt l.-

(r

j*_-_

!3c't-'t'.6:c

Art.:?"-

FtnE sEAt

- c c ) ' Y v Ls U P e 6 n T p 1 1 g

o
.-e/

(--/

?k>n=
E\ G [ ' l E C O w r - P : x E l c { ) u / L p A r ; EL

FAlv TRArI:;LAl lf"lG sL:Evt:

N O S EC o w L

Ll"

;;& Nepal

PowerPlant

sryryrAirlines
.:l I

cxae'[J[

OPENINGS
NE COI,JL
VENTITATION
AIR INLT.

GEARAOXBREATHCR
- OUIIT
- 'FrBE
AqCEES DOOR

U lr s Ht tn
F I R E X TIIN Gi u
r N T LL S I s PA
AOTTLES ACCEs
I TTTTR Ei X
J HA
AU S T
5I r A R
I ILF
FITTE
ANO
T E ROO

o lR
c E s s Io o O

ACCE

O . I LF I L L R A C C E S S O O O N
OVERBOAROORAINS
O U T L E TM A S T

OVERPRSSURE
8l.ow.oFF 000R

FIFEACCESS,OOOR
fUCL DNAINS VHT
S T A F T EN V A T V E
ACCSS PANEL

tt

71 - BO

p.qcEr
l'71

\tU Niepsl

EiWAirlines

lPowenlPllant

7'1 .- 80

pjfl\
cuer"

S I . I DI I A N I ] L I N GP O I N T S i
N E I ' l O U N TA
A F TF T I G ' I T
A,{) TJNI

r-rol5T
I.ctrtrs

Fwc) FU13llT
M'oUNI

\,

rct'i;

Pclfii

GROUFiE)
IJ.
HANOLIFJCi
5HtPelN(;
POll.{I

GTOUNO HANOLING
ilITlr.{G
GRifUNOHANO[ING
& S H I P P i N GP O I } { I 9

[nglnr:lount Inst,a]i ailoir

T.Fe__V:]2*r_a1:ion
isoLator
c.ngine mc,unt:s
s1p_p91: tlre .power plarnt. anri isoLate
Ure
e t rp]gsjtL:-reat-e--Fx{a51ie r se e rrc i ri,:
vibrat.Lons;
T h e v i b r a t : i o r r i s o l _ a t . o r e n g . i _ n em o u n t s
c a r r y r r e r t .j - c ; r l , s i d e , a r r d t r x i , r l (
ehrurjt )
I o a d s e r n d a 1 - L o r vf o r c . r c u m j : e r r - n t . i a I
engine grcrvtir dr:e to Lherm;rl r:xpansicn.
Their Install-at.Lon arrangienrenL
aIJ-ows
for thermal erxcztnsion of t_he e:ngine
( a x i a I g r o r v t _ h .)

\/ibra'iicrnIsoiertors
T ' l r e _ _ v i l r r a L . i o ni s o _ - a t . o r s c c n s : l s t s c i a
1-es j- I i r:n t mat e r i a l--_p1=.r affg
;seC
in er nrr:te1l-qase-. l\s itn eng "_t_lg_er-"
ine: v i;:: a:,as;
t h e r e s ; i 1 i - e n t n a t e r r i i t l , C e f o r m s s . - i . g : l. * 1 y ,
therebl' dampeni.nEi the vibraticrs
t:ei::r.e
tirerv' re:acir the air-pJ_itne structuril
.

pAGEi172

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irlines
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u ,i f vC, -l v- p, ,t 1t t

' f l r r : s r . r : t. -:i o r r o f a , i r i r r l - o t - l t c i n l c r L c l u c t Lr.;ilrcr-':a:ics wil-lr,-.lec:r':;rsing alrspeed,

coming gr(?atest- at. z{,rro aj.rsrreecl or

'l'i)

condit-jcns,r"wlrcn
t.he rpm is hicrh
stat,ic
' l ' l l r ' : i L l r ; t , i " r J rr rr . . : : u L t : s ; r r r , r d r o p
ir. t.lrr:

si'st:ern.
'l'lrr:
anl:i-icc
ccnLroL valvcs
a r e : , . r - : : ; -l I, ' , '
- p l n r - l - r i ' - a l l ' . ' r r r r tn r . - o n . r . r t e r l s i - - . : C : : :
vatlves ()r
- r , I e c f r i r - - aI I ' . ' s o l . e n ( ) i d - c o n t . r o l _ - : . i
;:.:.i

.- r... r. :
lir.,ri.IU

LJL,js:julf-

I lrt ottt'lr

l-lrn

of-

l-lro

,--D'nrf.'.:qrtr

,r i r

.
r - _ .*c s. l n q

irr I ol-

Ii' iir lltc- vicLnil-1'o1.

t-hr: inlet
v.'ttlLr-s. 'l'l'ii: clecreas; inc; p::essure
in Le L resill ts .in e, drop
in Lhe

oJc, Inr ror r!

L

.i

r u -_ r_

guj.de
e.t t.ile

t.emtr]erature of tire air,

urtric:hnay be quite
l a r : q e . ' f l i . L s n e a n s t h a i t - ,f v i s i b l e
nroi:;j_s
trurc i.s p::esent. wl:.en an aircraft

cnerrtr-ng
qnnr'.

jc

on

-rrr,l

Lhe grournd,

or aL low air.-h
. 1u
, rlng
s- . u, . C
I l '- f -s q

,-Y'l rprnI

h i ah

t : , t f : r ' r , r lf ,
:Lce Inay f ornr irt t)re con:preSSC)r
i . n L r . l , . : v i r r r t . h o u g h t : l ' r c i t r r r bj . e r r t c e m p , - . r i r t-ur'' i:; apprrci.rbly
ebo'.'c Ireezirrg.
T]re
.rircrl:

IrLi;lrt

or Oper;rt i,:n l't.rrrual

shorr lcl stittte the tenrp,eraitu.re at which
'clre an1:i-:-ci.eg
sysLen, slrou Ld be turneci
on.
rlir rtrro:_ne re(luires
icr-. f or.mat-iorr
F
- ' l_. o
'l- nnljnr,
_:":'i..:

:rrrl
:,.-

o:curt-ho

protc'ct.Lon
ilg

againsiat _[[9_.[r_9_D!__q-[

I o a - i i rn.nr r Y

sa uA q- o
c

Of

thef

aj-r int-akr dr:ct. fcing of t_hs5g reqiorrs

can consiclerabl'g restric'L Lhe airflow
h-hrougirtl"re engine, causin(J a loss in
p e r f c r n r a n c , e, r v i : h p o s s i b , l - e m aL f u n c t i o r i ing of the eitgilte. Compresrior damaqe
m,r)-aIs;o resrrlt. due to ice br,:aking
-- r
crvr.r)' dltu

L^: -'Lrj l.rl9

ino.qFerl

hrr

t_- ^h,,_:

CCmpfeS_

sor.
An

i-cc prct-cc:tion
systen ntllst effecLive li' prevent
rvithin
:rce formation
the
oper.l i:iona I rcquir,:ments
of: tire partit:rrI,tr: aircra{.t.
'I'ltr.t-r:
ctrC iwCr l;15ir: svstenrS; O.i i:e
t.urLro-jcL enc.;irres generllly
Frot.dct ion;
usc n hot air
supply
ar:d trrrb<>-propel1r:r engines
lrse electrical
por,rer or a
r ; o n r i -i rn a t . i o n
of c)Ie(ltri-caI
p , 6 r , v a : r, 1 n d h o t
a I r - The lroL ait'
sr/str:m .i'sr.generillg_,/
L ; : ; r - . r .l1- o
.. pr(:v(:nt- thc
frtr:maLion.' oF"ric,:. nnrl
.l'lre
isr krrtlrvn a:; .an-ttnt-i.--it:l'ii?
:sysLonl.
e.Jet;bri

ea.l ",,powe r',isvstr3ntrai.s,Fi.rs)d %.Lo-brea k

up,*irce+th
a !-! a S"fg. rgf :, op3'c,l1s.1-ase-sr;d ncl,
i $"'knourn ., E 5;w,drql6,:{,ed,nry*g yg 5-g* ..

c:onl:roL the ant.i-.Lce s'/stem :::r-l'::.

redllce Lh,: amounL of ai r nesss;:r-.' :::
rlinjrnurr, ',,/aIves are -Lnstalleo
i:'. trti:

p r l e u l l a C L C a I - L y - o F ) er i i C e , f
r r q u . l - at ( ) r

preS Su ::=

valves; .

'fltey

are act:ua:e(l ncrir.rIl.

b/ il=:.Iua:
:sel-ecti-or. f r:om the coc),.pit:, irut
s(,-;r= ilre
actuated
aut:omittically
by sii]na
s i::il

an aircref t ice
\,/alves ncrmarlllr

detect jon

syste:.
T--_:
are clc)secl alld a..trn:l
<;nIy when ntce:isary.
'['ltere
i sJ ua tI . rivcr ir rL t _i n- - f h r , e o n ] r . r- i_f , I : : : t r
4

: l l I " r m i n a t e s w h e n t h e a r . t i - i c r _ , . .c r - ; r i ' : : .
rral,res are c)pen a.itd thu,s j.nd.Lca:,::;:.:.ett
l-ite

svsl,orn

i q

one rr l-i ne

..@ Nepal
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r^$ri77

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Hot Alr :Sys;teni

'frrc

rot

h*'.rtirta

ltys -eilr_pr=-o-v-id9:;-sifrf,rfe

air

^ rr-u- 'I-t FL
n t r i n e a l . tul l/-\/< t lr- -l1Y'1
I ) o i ' -: -r-' t,
o f - t- l t-r - -'' r:- iiY-.
l:'l: -ili

l r i g l t ? _ " . - l q q_1 , 9 , ] i k e I y

t9--f -q-r;r. llhe af fecE-

e.i n.lr Ls arc tl)r' ertr i ne i nl'rkr'. tlte irt:-rkr- crrriclc virr)t-a:;, tltc- nose cone, tlre
Icacling edge oi l-h= nosc cowl an,l , sonreti:ne s,

f r:onl: stage c f l:he cornpressor

stcrt()r blade:;.
ithe protect:-on
of roLcr
bl.rcii:s is rar:el.z n,:cessary,
be:ca,:se any
i,:e ilccretiorrs
;rre disperserd irv,:entrifr-:qa.L act j-on.
the

Tlie

hot air
f:or thr3 anti-j-c;incl
s'ystenr is
u:;ua.L11'taken
fr:om the last
si:ag,: of the
cr)illDr:essor arrd extilrnally
tir:ougir
anti- icr: cr:ntrol

i-'rrf-.r

rocrri

ri

no

:n-

ciuct:ed,
varlve:s,

to

t.he

i-icinn

Ili:!raust outler ts are provioed to,rLlcw

F - l r e ; r i r t o p , ^s s i n : o t i r e c c ) m p l . - e s . ; o rj n t , . r l : e o r v L - n t t _ o . 1t r n o ! . r p l r e r e , t h u s n r a i n t l i r r : - r ' r c ' ia f l c ' w ; r i r
tirrough Lher s'r'stem.
Orr nost engin.es, the engine' anC rtose
c i : ' . . . ' ai r r i i - - i c i r r g s y : ; t e t n s a r i r r d e l : e n : e n t .
Tlte e:ngile ncse cone, hollc,w j.nlt:t. guide
v.rne:; and inlet
c a ! ; e , fr e a n t i - i c e d
cy a
sttppl.y of noh ajr 1:haEis tapg:ed ofi
fr:om sornewhere i.n l-he middle of 1:he ccmpr-css:or an,l duct.ed to the areas 1:o,ce
arrLi--icr:d. Thc r,osr: cr)wI recei.'rel; iLs
s r - : l p l 1 . ' r > L -l t o t . a i r 1 : r o r r rt - l r e h i c h I ) t : e . ' : s L l r e
c c l i i i l ) er s : ; o r o u t l e t .
Ti-.e heal: p::ovided pre'.rents the adhesion
of ice. Bet:ause suc:h ;t system ma)/ n()t
nrclt- thct i<:e, once i; is fcrmei, but
t ' ' i I I c . t r rs e i t t o I o o s t : r - r a n d b r e a l l o . E f ,
a n c e n t e : r 1 : h e c o n r p re c r ; o r i n b i g < : h u : r k s
w hi r : h m e r y 1 > o s s i b l e d a r n . r g e t . h e c o r n p r , 3 s scr: blacles., icing c:on:litior-rs should,
w i . t , - - n1 : o s ; s i i > l e , b e e L n tL c i : a l _ e c l i n a d ' r a n c e ,
arr,,ltlre an1:j.-icing sy:;tr:rn should be
L u r n c d o n i > c f c r e i g e < : o r n l n e n c e sE c ) a c c u trrrri.t t-tt -

L-.

,nW Nepal
*WAirlines

PowerPlant
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A N T I . T C I NVGA L V E
ANDACTUATON

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PLATE

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Pri:ssure

incorl:or;rted
in
irat-ic,:.Ll-.2 varies

air- rt:gulat.or
is sorret-irnes
t-he s1':tem, whj.ch auboti.re: qrlaniity
of t-ite
vrrth l-he chan,Ting
.tnti-icirrg
air

ce;sive

f 1e:v rrl
t - r : r n o ea a t u r e

vi(:e

engirr,:.'lhe
a n t - j - i r - -i n o
and

l-r:ss air

of

tlre

air

bled

fronr
re3ulator

a:rti-.ic:-ng
a irf LCrv whetr the

air

[he

rr\Ju

J V

r:ed'_rces
i <i h(rr

!r,

\('
BEARING

J L E l l t a

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-r
J ' J L

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F

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rocrt

ia F i no

rr; l'.rr>q

-- r" ' -

r a r o- \' / r r-r" r i-

l:-

nrF,qqlrrtrq hei rro clev13ICc,=cl- i thr:

anti a,;t also a.s iin rJcS:t{)i.-.' :,.:t -h ( ,

h i' :a. .l -- r- o r

tlte

i nn

f lrrrc

; rll

air

o- .- ^- - i- .^ . ( )

offta.ke

nratroni-

ir 'n' ra:

n o r f n '! -v m
:nno
- - . ' . g r r v v .

r v r

wrll.

tirerr:fore
be reclui.red
e : n gj - n r - r i n I e t .
r',nti.-i,:ing

the
tc an'::-:ice
sl,'s t.enrs cause
sonre r:edrrction
irr the
Lirrusl: pr:odr:ccd L,y trhe en'3ine a.ndz'or
scine -Lncr:ease in ther engine
spercil: ic
f ue I <:on:;umption vrhetn :he syste.m j-s
( - [ . , r r a 1 :i n < t b r c a u s e
L;rki;rg cleed
a i r : f . r o m.
insi,lr:
the engine, is; t.lre same drs cXpo,{er.
E,y redt:cing
the: a j,rb Leed
tract.Lng
f l-ow rvherl Lie air
is; vr:ry lrot,
L . h e ra : - r t i - icino
r o c r r r l -l t "o- -r
rI ' r , r n t i t : ; a r F i - i c i n c t
tt> be

. l ( : c o m l ) I i s ; h e l w i L h . a r n i l l i m . r mI o s s j . n .
t h r u s t : a r t d r n r i n i n r u n rp , l n a l t y i r : s p e c l t i c
f u e l < : o n : ; u m l t i o n . O L r v i < t r r s I y , t . l - r e. r n L . i _ nsys;t-ern
icing
shoulcl be us'lcl only vrlrer-r
nece s!;ar]r .

G+6ffiGFF;-SqFISRS

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Nepal
lirlines

wll

PowerPlant
cgae,
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LICTRIC L ELIHEHT5

Codslf
l^mibrit

Electrlcal System
system of ice protection
The electrical
used for turbo-propeller
is generally
as this form of
enqine installations,
n
u
c
e
:
i
:
;
i
l
l
:
y for Llrt: propel!
s
L)r'L)LccLiorr
Iers- -fhe surfaces E.h;rtrt:quirc eleclu-! r i InUaq li rl )v,

nnul'i

uvwrrrrY

nn

rhr p
u q: lu -r ir n
. Yn

nf
v!

is hr res

a rr! p
q

fhe

e
v ^n
. :r: r. .i ! n
, a.

blaoes and spinner

the oj-I cooler air

:jr

F
E . l. re o

intake

rtronelleI.

r-vr

and, when applicable'

intal"'.e cowlin9..

heating pads are bonded to

llectrical
Tlrey
the or-rEer skin of l-he cowlings.
s
a
r
t
dwiched
conductors
consisLs of strip
o f n c o p r r e n e , o r c -L; a s s
be tvreen layers
cloth impregnated with epoxy resin. To
proLect Lhe pads against- -rain erosion,
t.hey are coated wj-th .t s1>eciaI, polyl'lllelr Ltlc de-icittg
ureEhane-based paint.
sorne of Lhe areas
systern is operating'
heated to prcvent an
are conLinuously
ice cap forming on ttre leaciin<; edges
the size of titc ice
and also to limit
t.hat forrns oll tlte arcas tlrcrl- are itrt.ermi tLentl.v heated.

lnerd
lsrrd

dm
Jem

71'- BO

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:h'lo

e e r . .

crrnt- r-l

qvqf

ene

:nri

oFFoerirro

rt:-.
-'

ro,:rrrileqc

piIot,
cooiJ.ot,, or fliqht
enr;in,:er can
control
the enc;in,: and enqint-' a{--cessories from the: pilot-'s
contpartrnent or
tlrc flight
c ' n g t - n c e r ' s s t , c r t . i r - l n .' f h e
r n o d e r n a i r p l . a n e : e . e g i n e i r a s , n t . r n y c o . ' r L r : oI
mechani.sms. If al L t.irese nrechan.i-srns

qis L.arrce beLween

^a"l,i

The tl-rret: g:neraJ. tyzpes of eng:Lr.e (:c:lL r c l s ; y s 1 : e r nas r e ( 1 ) p u s h - p u l I : o d : ; i r i l - h r

b c l -I c r a n ] < s a n d I e r v e r : s, ( 2 ) c d b . : - ' < 1 t r c ' : pt-l:;::pullcy' sl/st.enrs, ;rrrd (3) flexib.-t'
p u I I c ; a b . L e s .F r e c l u e n L l y a i r c ' r a : i . - e t t t : i n ' : t
con.trol
:;ystern.s e:mbt>dycombi.naEi-on:s c'f
the aLrovt: system$. lthese are bils;ic
contrcll
riysten,s. In ad,lit,iorr to those'
mechanical systenrs r:Lectricerl or: eLe=t.rcnic:aI systems ma'1be adderd.

fro

nncr:i.o6l

dirpr-flr'.
q + ! g u g l J ,

t- r^,tOUId be.

a n i d e a l s i t u a t - i o r r , c u t i t i : ; a 1 > p rae n t
Lh,rt they must be controlled
at a rfi:;tc-rocc froln thei.r .Loc,rtion.
E a c l ' r p a r t o r u r r i t o f t h e c n c - y _ i _w
n eh i c h i s ;
subjecd t,f, cont:ro.L arrd each eng-Lne acc e s s o r y m u s t b e r c o n t . . r o l l e d . n c l t < > n I . ga s
an indivirlual
urniE brrt also i.n con:;ider-.
ation of its ef'fe<:t <>naIl thre othrlr
p a r L s , u r ri t s , a " n d a c r : e s s o r i e s i . ' [ ' h e . c e of r e r ,

the: crrntrollet:
's
j-n l:he pilot

and t.he r:ontrcl

mprt .)r i-hc f I ioirt

trnoineer's

:;r::.
::clni:.,
:;:.ati::

I ypes,0f cont roi S!'stem:s

,'4M Nepat
ryAirlines

PlutC'.1?t?

PowerPlant

r ' i S l l - P Ul l l { 0 0 S
'l':t,: rods used to transmit. control
lever
! : r r , v o l l etns a r e g e n e r a l l y c a l l e d p u s h p ' ; I J - r c d s . T i r e a m o u n t o f f o .r c e t o _ . Q g
, ' r , . . r . ' t ' r .or jn a 1 ' l r r s l r - p r r I lr o d d c t e n n i . r r e s
i l s c li a r n c l - e r . a r r c i i L s w a L I [ ] r i - c k n e s s i f
a ho I l otr tuire
(li:i.rlcs arc oft-cn provicleci for Lhe rods
| { i l - r } - c v e l r t :l - l o x i r t g a t t t l t o g i v e t } t r : l : r
in,-cll,ln.Lcal support witerc needed. 1'lie
rc:i must sl1de through t.he guides
especials::e-,-thIy and rvitirout f riction,
1.,' rihere Lhe rods or tubing are long.
' l ' , : i :l r r j ] i l ) c r k e s a i l r : x c e I I c n t
9uid9 !ecau;.e
c l i .{ - - s . - \ I r n o rt: c o n r p l e l - e f r e e d o m f r o n t
f : .i c L r r - ' n .
Cl-e'.'is rod ends may be screwed on iire
joint
and Iocked with
t ' , r l - r eo r f l e x i b l e
a , i a i - nn u t . A c l e v i s p i n , w a s h e r , a n d
coLter pin may be useci to fasten the roo
arm or bel-lcrank.
t-r:,1to the control
the length
p
e
r
m
i
t
a
djusting
e
n
d
s
SLjr?\i
or out.
i
n
i
t
s
c
r
e
t
v
i
t
r
g
of the t.ube be

71 - 80

*rae'[J[

Dgl

lLt

dilKJ

A bellcrank
is a double lever or crank
arm in whicii Lltere are t\,/o cranks
apprbximat-ely at right angles to each
is to
oLlier. I'hc purpose of a bellcrank
provide. a meaiiE- <i?:cniilging
ctrJ olrec-'
trt6n of "motiort'. In Lhis nanner, j-L is
possible
l-o obt.ain the desired relatir.'e
n l o v e m e nt b e t ' ; r e e n t h e e n g i n e c o n t r o l
I e v e r j . n l - l r e p i l . o L ' s c o m p a r t m e nt o r . rt
the flight
engineer's station and the
engine unit which iL controls.
If the ?rms of a bellcrank
are of equal
length, the change of movement is ac,.^-^l

i^l-.-.1

L\-l|IJt!>lluu

.,;Fl.arrl-

i nl l vl
u

wtLlluuL

n . r i rnr r

Yq

vo rr

fl

9g5

f-ft

Lire movernent of the I j-nkage; but if the

arns are not of equal length, a gain or
For
a loss in movement is obtained.
example, it is possible to produce a
g r e a t m o v e m e n Lo f d n e n g i n e relat.ively
unit adjustment by means of a comparatively
small movement of the cockpit
ccntrol
The reverse is also true. A
. c r r n n ar a t i v e I v o r e a t m o v e m e n L o f t h e
nnnlrniF

nnnl-rnl

mrrr

nrndrreo

rol-rl_itrolrr

adsrnall movement of the engine-unit

i u - c i - n r e n t- T h e r e s u l t s
obtained clenenrl
-n

iho

nri

r Yar r' .i u n
!

ru ieor rqYi r r a n

n
v !

.l-he

h o !l r uI r eu r ri lar n
t l.

11^Fi^el-'^
IS
ri LF rn e 'w- ' a- . j' / Ii CI
ri -rr rF rr L
qrrq-:vrl7
a- - nA O E
-ir:rtpd
tn
l-ho enrinc
rrnil-q.
Reoafciless

of

of

the transriission

m 1 rc f

he

st:ooorted

frv

movemenL, iL

l-re:ri noq

f hat

will

to a minimum. BalI
re.luce the f riction
bearings are generally used for this
pLl rDOSe .

P^G":1e)J

Plant
Pc,vlre,r

CHAP:
All'A 71 -. 8'0

SY:iTEi\l
CCNTFiOL
PUSII- I'ULt. R0D / tlELt-CR,qNK

THFIUST
C O N T R O ]C- A B L E
S I ' A R TC O N T R O LC A E L E
U P P E RT H R O T T I - EO I i U M

SU PPLEI-l EN Tl\ L E I I 6 I N E
V'.LVE
FUEI..SHI.JTOFF

L P P E f tT H I t U S TB O C i

1',(,.]

C' 5i,q 7 -

I
\ :_.7

;*, i Pc

S T A F i TR O O

U P P E E - E f ' l c l N -E' t '

8 E L L CR A NI :
A,RM
T H R I ] T T t - EC C ) N T R O L
TIIIUJ

S T A R TR O O

NUU

R . E I J GN E EE L L I : R A N K
LO\VE
F U E L - C O N I N OUI .N I T

I-OWE
N T [ I N U S TR C D
ROO
ta
.T

P U S H - P L ' L LI : O N T R O L R O D

CLEVISROO ENT)

L K I T . I GB E A f u I
LOCK TJUT
O
n
r,
.
/Y'(D'frt t\vazd,
^

1., /Y('

/sE

LLCRAAIK

E A L L - . B E A , R I N GR { f i J i : N O

?y
TltREr\DE j)

I T I S P E C T I O NH O L E
r*t-.<rym

nacE:.19r1

'=W NePal

Power Plant

. ffiAirlines

CHAP:
ATA 71 - BO

C a b I e - a n d - PI euyI C o n I r 0 IS y s t e r t s
wht':e!, usuaIIl'
is cssenLialll'a
A lrullcy
q r o o v e d , m r > u nt . c d i n a f r a r n e o r b l o c k
so
tl\ats

l l - l l cP
' u s l r - PIu lC o n t r o l s

l.l

p t t : ; h - n 1 1 1 1c o n t r o l s
irioxjlrlc
arc uscd
i(\r' .l v.-rric'l-y c>f rL'lrrol,()-co,rtrol siLual -i c i r s i n . r i . r c r a f t , w l r e r e t h e d i s t a n c e
:irrcugh

wiricn
JU

9ru'rL

ihe control
rnust oper,-rte
' tu s,rr l a E l . r i c L i o n
beccnrcs a

i;:ob Icr:r.
'llrc actuaE.ing tievicc
i-Lrrrrgcr int-b wlrich a
i c

sr:e 'rro,l

'l'lro

is nt.tacheC to a
sLet'I spritro wire
i s

:lrrnt:nr

r r r r

Y 4 s . i >

i nqoll-p(l

tntO

:ne sl-eet'e which serves as a guide. At

ile for',rard en.i of tire sIee"'e is a
:irreaced seciion and a faceplate to pror':rie f or: mounting . It is inserted
, i:r,rrroh a
e , , r v q Y , l

holo

f he

in

nonnf

i nd

f : vtsrrre

a:'.dis;:ou::Eed f:-rnly by means of a

l-ccknu! and washer.
Tite sr-eel wire of Lhe col)irol is enc.os,'ci ';ire cas ing which is in the forr,r
nt

eoi

or

tl)c control

cni

wire

The

ral

caqino

orririqg

the operaLing mecha-

to

'i'jrc irretlrod b)' wirich tlte control sl-rou1d

is sl:o''n.
be nounted in the aircraft
casl;cte that each end of the flexible
ing is securell' mounted tvith terninal
ncunting clar,,lps so that there will be
no slack or pl:ry in Ehe oPeration.
Inlerrneciace clanps must be used on both
s:ies of benCs Lo prevent flexing and a
loss of mcvement- The controi
resultant
si:cuici be adjusted so that ehere is a
5r . . c ! !

or . r v u ttt

^F

vL

--r

.YL

of the
in pcsi:ion
tr.e ope:ated lever
its full rangc.

PULLIY
/1,SStl'iBL

i n
n! r/ \c k
r re
Yvq

el-

f he

frr l.I

knob to ensure that.

hrs moved through

its

n-rrr

r oL- qr A
v !i lr U
i

tst ut rr r' rr

rv tFn v6r nr

Fivorl

'IVo or more wireels nray be mounted

.rx i s.
in f lr,. s;rnrc f ramc, oi tlrer on t-he
az(]5.
ilYi:i or cltt dlffercnC
gains nei:her
A srrigJ.e fixeci pulley
l'orcr: nor speeri. f r-s on Iy pul:Posc is to
lrt witiclt

clrirrrt;c Llrc dirccL.l.orr

is

the

Iorcc

applied.

Tlre installacion
of cable and pulley
aircraft
is
sl,sLcnrs in a multi-engilre
oi'ren a eornnli cato6l r;g69edure.
'l'he cables are usually
sEeeI,
of f lexible
atcaclrcd to the ouEer edges of certaln
pulleys
guided
ntrror
nrrirtort
-uufuEJ

in Ehe systern,
aL some points
at
and suppor'ued by fairleads
nninl-c
: nr d
o
rJ

in

f- h- .a J

^-.---5/ >L(l'lr
k,,
uv

rc ur rPnr rv ar ru Fc ru i

^!h^'
uullur

--.-:
dlru

-1^^
o!rv

^"11..'PurfI5

of
which may also change the direction
the cable mcvement.
the
In some powerpJ-ant installations,
levers
cabies extend from the control
to the engine uniLs; buc in other installatj-ons the cables extend only from
levers to the fire wall of
Che control
each engine nacelle and are there conrods Ehat
control
nected to push-pull
t r J n s m i E t , l t e t n o v e m e n CE o L h c e n g i n e
units.
various devices are used for adjusting
t.he tension and the length of the cables
such as turnbuc)..les adjustable pulley
and adjusting l1nks. The manuclusters,
i-nstruction for each instalfacturer's
lation prescribe how the cables will be
adjust.ed so that the control handles
compartment reach their
in the pilot's
stops just after the stops
fore-and-aft
j.n the engine sections are reached.
Thus springback is provided to assure
rLl rr roL - L
nU
n n" 'nyl r s p ' -u co

rr t qn roroY L

nF

e ,rrrFrnl

anorat

iOll

-r1,5;,
?,tu-;E..

PowerPletnrt

WtE'Atepal

EiW'A:rlines

itll - ](]

cHae'
l\J,[

C O I \ T R 3SLY S T E M
C A B L E/ P I . J S H - P UCLALS L E
-'-OUAORANT INTERLOCK
MECHI\NISM

.----/-

-'

'--lr

ttl
lrl

T:{ RTJST
CtlNl-RC,L
PTJSH.PU\L
c,q8L,E

rl
rl

I
I
I

'll

Il

ttl
ttl

I
I

ltl
ll rlrl

i
tl

ql__L
ENGTNE

ill
T_II_
i:l

lrl

I' tt

ttl

rll

lll

ill
(---^"
-t-/-"'J
f

l,t

FUEL COI!DITICIN
AC'IUI\TC}R

I DL E
CFiANKS

II
II

lvlAll'l
ENGINI:
COT.ITROL

r**
r u)fl - l't LL

CABLEC0f,iTFlOL
(-

e
/-s:EE\

S I ' E E LC A S I N C

\
P L L I N GR
E
.
KEY:D T{)PR:VET{T
F I \ C MT U N N I N G
r-

i:r-=fnrnnrmrp'
turul.rLJ_.-g

ffim-'
Vry'SECTION A-A

\\

s r e e t - S P F t N Gw t R t :

tl

,\

{'rl[lruIil---

\
i::

pnce: 1

',"1@
Nepal

Fower Plant

*NAirlines

cHae'
[f[

71- BO

u . . , i T R OSLI A N T )

REVERS.THNUST
L E V E N( 4 P L A C E S I

FORWABO-THRUST
L E V E R( 4 P L A C E S I

F RI C T I O N .
ERAKE
HAf.JOLE
E N GN
I T A NT

Iiie Ccnt roI Pedesta

l/Stand
'ilrc cc-rrtrol pedestal
is a frame or mount
on i-ire floor
of t.he cockpit, or pilot's
' - . . , , . j , . l L? * " ' ^ " & :
LllrgllL

fit

.q

tm
t t rutr iufriLer rt Yr l, rr. isn

l ir i l : r/ !nc lr :r nr Eo
q

i , ' 1 r , , . r - s, 1c - m e o f t . h e e n g i n e c o n t r o l s
are
c o l u r , r r - ' l t : c l .T l r e ' c o r r t r o l p e c i e s t a l s u p p o r t s
irn(' ()r- irrorc cont-roI quatrclraltt'-s.
'l'itt' i.',11-i
quadra't
meanS a f ourLh part,
u3'iai ii' the fourth part of a circle,
or
9C". The engine control quadrant. in an
, r i r - r l. , . r r r c i s t r s u a l l y a c o n t . r o l I e v e r
r . . ' i t i r - - 1i l > i . v o t : sb a c k . e n d f o r t h o v e , r a b a s e
t l r r - c , r r q lar 9 ( ) " a r c , b r r L i t n r a l ' a l s o r e f e r
l-,o l-irc'base on which Eire l-er.er is mounbeC.
A prcblem encounLered in the operation
oi ,r ccnt roL quacirant is the tendency
crI lirr-. conl-r:o].s t-o crcep out of L]re
p r . r :i ; l -i o t t i n w l r i c h t l r c 1 , a r c : J ) l c t c e d . T h i s
i : ; p ; t y 1 .I y o v e r c . ) t l t o i ; y J r 1 . a .lr, y< i i n g a r e a : i ( . ) n , 1 l , l ea m o u r r t - o f f r i c t i o r r i - r r l - l r e q u a , l r - a r r t : . r s s c r n l r . l l 'b, u t i t i s a l s o m e L b y
nir.(:lrilnical- IOc!:i-ng clr:vjces, wirj-ch Eemr r , ) r . r ri -I t r h n l c l t - l r e c o l t t r o l s
in the oosit - i . c - n sr . r h e r e l - l r e 1 , a : : e p l a c e d b y t h e
e t ) er . r f . o r .

i'li thin the cont.rol pedestal of a large

jeL engine powered aircraft
the following controls
are mounted
- thrust
lever / power lever
- reverse-thrust
lever
- start. Iever.
' I ' h r , ' 5 ; y 5t - e r n s a r q p r o v i d e d f o r t h e i 6 r - li vidual
control
of each en<rine.

Lever
Tlrrust Lever/Povler
1'he tirrust Iever is connected Lo a drutnand=shaft assembly. From there the movement of the thrusL lever is transmitted
and rod linkthrough cables, bellcranks
ages to Lhe fuel-control.
lever is advanced from
thrust
As eitirer
p
o
s
i
t
i
o
n
,
the control link
tlre idle
drum and the
rocaEes the Lirrrrst-qontrol
via all control
nrovement i-s transmiftea
unit to
rfevi-ces to the fuel-control
idle
i-ncrease t-hrust. The forward thrust
position
is against an idle sLop on the
forward thrust is
qtradrant, and full
obtained l>efore Llte lever is aII tttc way
fo rwa rd
assembly
of the Lhrust-lever
nctuation
fuel flow in the fuel-control
regulates
subject to Lhe automatic limiting
unit,
in the unit ' .
feat-ures. irtcorpoiaterl

\#

tYepal

EETAinines

7:

n*,e:ltlZ

P'owerPlant

(s)

71 - lBCl

cHan:
,['f'[

ya*1",
W o* t-' s . j 2 a g .
r
P'.'l}llot
,-\
\\)

?I;X5Ff,
",-+3
,'rlt
)))

,-*,,,'**jv'4
*.11
A1l - FCrFtw,{Ft
c -.t-FRusT

l;rll*

LEVEFI

LJ ll

str
iIH''ia$N
EN*
Cr3t.lTRrlg_
5t{AF T
I

\.
\

----

,l
,--

nN)
,uo*r"rr")NSl\

VI

t.t-]-zo

I
I

I
I
I

REVERSE-,THTIUS]'
L E V E R L O C K E . OO I J T

F O R I , ! ' A RO - T F I R U I ; T
L E V E R L C ) C K [ OO U T

R E \ / E R SE - T H R U S T
LE!'EFI
FORWhRD-THFIUST

LE'VER

Reve
rse Thrust Levr:
r
The reve.rse ttrru:;t. Lever not:ma__ly is
part of the ti:Lru:;t. .Lever ass;enrt>ly, An
interlocl<
mech.anjsm prevent.s; sj-mu,_ta.neous a:t.uittion
of tlte f(srwari and rev,3rse
thrusL. I<:vers to en:;urr: positi,",e l:orrrard
or re'yer:;e thrust
control.
T,tre abj.lity
of ea,ih i[ev,er to morre riepends crn the
posit..Lon of the other
-Lev,er. trn{r,hlocdqr_
witr&u*rltB6ritlesHqt*ft
a**qanfu ck e#ri{l{
.poaiueilon,
th.e*rev:eds|ed:1.!ctr.s|&e&,evs.r,wifnnotmbe*rnoued.
.However, if the .tlevJfstn

th.cu s ur-r..1vi-jff.f S?i1,ait

tra'fidbd {rf f .cffi 'eid Lrtn*ire
f o:rwdt*d5:thl:usL*cFlqver"wc-an;cobfu
Bf, r!E,.
Fo.r reverse
t.hrust,
tire .Iever assecrirll,
mo',/ements eictuates the thrust
re,,rerser_
.revers:e
t.o move into
l>os.ition be:[o=,e
incre,asing
fuel f lc,w. Thrr acturat.Loo oI:
th(] reversr t,hrust lever will .morre tlre,
sar;re rtont.rol devices as Lhe th.ru:;t k:v,er
buf into thre opp,csit.e di::ecLion-

.i^

J,

SgE NePat
dAirlines

PowerPlant
cxae'
[l[

71 - BO

- ELECTRICALLY
! , I A R TL E V E R
SYSTTM
S T A R TL E V E R
ASSEMBLY
S T A R TL E V E R
ASSEMBLY
START LEVE,R
(4 PLACES)

TW
wY

e
Z- \...

CONTROL
STAND

ELECTRICAL
PLUGS

Start Lever
'fhe fuel system incorporates
a high
w
i
t
irin the
c
o
c
k
s
h
u
t
o
f
f
pressure fuel
me.ansof
p
r
o
v
i
d
e
a
t
o
u
n
i
L
fuel control
c
r
^
n
n
i
n
a
t
h
e
e
n
q
i
n
e
e
ngine
d
u
r
i
n
g
o
r
e"Y
u..L
.-LJl'l,rrrY
t
o
d
etermine
sLartup give a possibility
f
I
o
w is
t h e r n o t n e n t .a t w i r i c i r t h e f u e l
iniLiated.
rl'lr,i s. . f u e I-' s h u tof Pe'coeku.i s'.'con tro l led -''b)p
Llle . eng i nsr:5 f3 ;f;''l ever Crr soutr)oia.t'.1 ft Llre sL.rrt: Icver qives
i ty eo---eesalso an add j.tio-graI possibil
s
h
r
r
E
o
f
f valve in
LIoI the enqine fuel
s
y
stem.
u
r
r
l
t
f
ciiE-pr imary aircraf
l'he starL lever also rnay oPeraLe switches
r . ' it - h i n t h e e n q i n e i g n i t i o n s y s t e r n .
levers is transi'lovement of the start
a
ctuaLed comporniLted to t.he various
p
edestal
Ehrough
ncnEs front the control
r
o
d
s
c
bc.
rlrrtms, c.rblos, bellcranks,

FUEL CONDITION
ACTUATOR

I DLE

.CRANK

TO
MAIN

ENGINE
CONTROL

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71 - 80

STAFITLEVIR IiYSII}IMECI-IANICAL.LY/
E L E C TI C
RA L L Y
NEVRSE
TITNIJST
1-EVtX

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Indlcailon
introductlon
AJLlrough eng.ine .inst-alLations nray difI r ' r ' , c l c p c ' r - r d i n gu p o n t - l r o l _ y p c o f b o t - l r
L i r t : . r i r c r a f t a n r l L . l r e e r , gi - n e , g a s t . u r b j . n e
c:nr;ine control
will
usrrally be obt-ained
ll)' t-lre usc of thc foI l.owing instrunrenLaLion.
n L L inst.rurrren t-s for c,rrrJine power ntonr_
t-ori-ng normally
are located on the
Iri lr.t-'s ccntor nallcl .
l ' l r r ti_, l; r c s y s j t c l l r ; r n o r r i L o r i . r r t . ;j r r s L r u r r u : r r t . s
are locaLed normally
on the flight
engineer's
panel. With two flight. crewmembers only t.hose instruments
are
locaLed on the pilot,s
ccnter and overhr,:ad pane ls.

D;cL or7

71 - BO

pnce:11)'l

\EE Neptsl

ElEAiriines

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cxan,
fl.Tf\ 71 - BCt

N S' R U 1 4 E N-T SR A D i A LD I A L
ENGII,IE

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6iryAirlines

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Power Plant

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E/Attiriines;

F'owerPlant

cHAP:
A1'A 71* 8'O

' TYPICAL 11+21:

E \ISTFIUMENTS
SR::N GINII'
F L I G H TE N GIN I:E

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":.flAirlines

PowerPlant
crne,[l[
./'-

[ r r Ul r r c [ ) r ' c s s r r r c i j - , 'i'
Railo Inrjlcailon t:

r<- :

'fllrs

i n s f . r l l n l e n t s i n d i c , r c e : i t : h c c ' r r gi r r c
l ) l ' c : i 1 i u t ' L rl : . r t :l ( ) ( l i l , l , l ) . r : i J l | t ( ] i l : ; r r r c( r l
Llle t-hrusL being developcd by tlre
cngine. This is{the."ratioioft"Ehelcurbine
d j. scha rcre.; to ta l':: press ure.! t o; .t.hrg].e(ru lvtti,
len g. .of .,.che,,compr.essor.inl.e L. co ta I pressttre. VaIues for compressor inlct press u r c f l t u s L .b e c o r r c c t e d f o r i n l c c d u c t
Ioss on t-he engine prcssurc ratio curves
or charts by t.he aircraf t manufact.urer.
(i.e. takeTherefore, both for static
off) and fIj-qhc use, t,he actua! value
for compressor inlet pressure will
vary
among different. aircrafc
types and
models because of installation
effects.
of compressor at
l l o r v e r , , c r ,t h e r e l a t i o n
t.hc engine face t.o bot.h Pam for static
condicions and for Por plus P. (thc
pressure due to ram) in flight
is deeermined during carIy, aircraft
flighc
testing for each aircrafL model, and ls
used Ehereafter as the reference presbarosure for EPR. The crue (field)
nrnvray
mecric Pressure on the takeoff
i.s P66r and Pu,nplus P. is equivalent
pressure at, or near, the comto total
when airborne.
pressor inlet
Because it
to instrument. the comis inadvisable
pressor inletr direcEfy for Pg2r chc Pg2
indicacor
sense for the pressure ratio
on
nay be placed at some other location
preferably
as near t.he
the aircraft,
engine air inIer. as possibJ.e. wl'renthe
have been made
corrcctions
appropriaie
f ^ i h a i n F ' li o h r c h a r t s i n t h e a i r c r a f t .
Fl:ghe or Opcration lilanual , any raced
Ehrusc , or percen t. of ra C.ed thrus t , in
may be
terms of engine pressure latio
throttle
as a
sec witrh t.he aircrafE
function of the toLal compressor inlet
tohnorr

PAGE:194

fl

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T T I R E I NDEI S C H A R G E
P R E S S U iRI {ED I C A T O R

FAILURE
F L AG
P0slTr0 rl

I TTER
EPR-TRANSI'I

Frtro

clcvclopcd by thc
Becausc tlre'tltrust
by the pressure
engine is indicated
ratio bcttreen Lhc pressure at the engine
air inlec and che discharge pressul:c at
the jet nozzlc, trrrbi.ne dischar:gc prcs:irrrr., l11' ll.:r'l l, :llrorrlrl rtrrl 1,,, ru;'.,1
as an.lccrlrirt:c
indicarti.Jn ()r:
dircctly
Cornprcs5or
inlctthc eng j.nc output.
I ) r ' c 1 ; 1 ; t l r c n t t j ; t : l r t r l ; r k r ' 1 1 1 1 r 1 , 6, l ( : c o u n t . o l l
curr/c5 or clr;rrl-:; wlrr:ltt.vcr Lurlrirrt: tlisitl<,)rrc, i s in:;Lrtnrrcrttc,r-l
c l t . - r fg c [ ) r c . s : j t l r c ,
thc aircraf
L. For st,atic
enginc
o1:cthis
will
be accomplishusually
ration,
pressure,
baromcLric
ed by showing
corfor
rathcr
inlcL
ducL loss,
than
rectcd
values
prcssure
inlet
on tlre
comprcssor

a;t

on

curves

cir chlrts

OUTLETPRESSURE
I N L E TP R E S S U R E

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n i e c h a n i c aI l y - d r i v c : n I : e r n a n e n t m i t g n e L I
- r a p . . r l s , - -p i c k - u p v r l r i c h s e n s ; e s p a : ; s i n g
c c ) i r D r L l s s o : :o r f a r t b l ; r d e s o r p a s $ i n q
( - 1 er. 1 t e c t - l ' r - T h e o u t p u t
rr siqtna-- f::om
clni' af Lhr: above s;en:if,rs is flirected
to
'rn approp.:iate inclic,r -or in t.he cockp.i.t-,
t:he in,iic;rtor
being (ralibratrd to r:eaC
r i i r r . t : t - 1 1 , i - t t l t r t r : c c . r r t t : f , l n . D r - r a l .a x i a - [ f l o w
L\/ilr[-, L L->JU._

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l; n e t . e r , o n " E P l t - c o n t r . o l . l e < 1 .d u a l " c c ) r n ; ) r ) s<o l :
eRg ine si,nlaYt,,bQiru.se{" aq -,ag-laPProxrijEitt.e
ref, e re nc!?f t)rif s t t irrg:r r:ng ine r:Ehr us l=:in
transient: and certaj-n t>ther flJ-ght ccnlitions.
rln ghe aclvapced i.qp;.gn-,$igh.1byip,ss.iii{.oof an-' eng; ine *r:l t::ih,aslber:n..::fou,ndr*fu alr'."fa$
spe ccl :r:( N1 ) rr p r o v t u e gi.-an' ]as su r a tr:.pi ndr-Sa Lion*f orr"se:Lttng
rthr:us b':r

rvi.t-lr t',^ro 1:"rclroruetclrs, one t.achometr:r

ind j.ca tin<y low pr)ssllre compress;or speed
( i ' I1 ) ,
l-he oLher
hi.gh pr(:ssure
indi<;.rting
( ,N 2 ) .
c ( - r n r p l : es s o r : s p e e d
(:ornDressc)r (:ng.Lnes,
For mosL. ity.ial
flow
one
to

purpose
of tlte Lac-horneter: iri_
r ) o n i .t : o i : [ r t > m d u r i n r r
a.] cncri.ne start

q9- -!tt d !g{:e - t II e_p-oi n l-gg-_Whlsrh l

tS{_gl9
igrtit-ion .Ls to be apDli,td and to indi\-+
c ; l l - e S F - a r 1 3; l g g g L e r a C : L o n . r n d o v e t : s f ; r : e d
<_-orrcl
i. t ion , slrr:ru l<l on() o,:_-c..ur
.

rl.r,;*r:*l#bri

W Nepat

{Airiines

l:;{l{AUST
GASTEI.tPERATURE
iiiDICATi0N
SySTEI,t

CONSTANTAN
I E^IPENAIUN

I
I
I

SPRING
ARMAIURE

ALUMEL
1

-l

SPNTNG

7 c ,:"" -!-*1 i-

1i

Exlraust
GasTenperature
i ncllcatI on
Turbine engines may be instrurnentetl
for
exhaust gas temperature indicat,ion
at
Iocat.ions before,
beEtveen, or behind the
turbine
slages. Exhausi gas temperature
is an engine operating limit,
and is
use.j 1:o monitor
Lhe mechanical
integrit.y
of the turbines,
as well as to check
cllgl.ne' operating
conciitions.
Actually,
the t.entperature at the turbine
inlet. is
the important considerat.ion,
this being
the rnost crit.ical
of all
of the engine
variables.
Howeverr &s has been pointed
crrt, tt is impractical
to measure turbine inlet
temperature
in most engines.
Corrscqucntly,
thermocorrples are inserted
;rt: t:lrc.t-urbirru. discli;rrc(l or bctween hic;lr
and lorv pressure turbine - Although temperatures
at these points
are considerably lower than at the j.nlet due to
cncrgy extraction
by the turbine
upstream, the l-emperat.ure is related
to
the critical
high pressure turbine inlet
temperature,
because the temperature
drop across the turbine
varies
in a
knorvn matter- The EGT enables the operator to rnaintain
surveillance
over t,ire
cngine intcrnal'- operat_ing con<iitions.

Several titermocouples are usually used,

spaced at int.ervals
around the perimeter
of t.he engine e:<haust duct near the turbine exit.
The exhaust gas temperature
indicator
in the aircraft.
shows the
average of the temperatures
measured
by t.he individual
thermocouples.
It is
calibrated
in oC.

rncl..::'l)7

:
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PowerPlant
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IEl[5Airlines

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AM Nepat

NAirlines

PowerPlant
t

crran,
[J[

71 - BO

\ ri b r a t l o n I n dl c a t .l o r r
A l - r l r - l ) o -j e t r - : r r c y . i . r hr r,:. r s i l r r r ) . \ t _ r e r r r ,y- , )
J-,rw
r i b r . r h - i o n I e v e I , . r n d a c l r . r r r t _ ;cer f v - i b r a _
h .i o n c i u e t o a n i . m p e n c i i n g o r p a r t i a l
t . ai l u r e m a y p c l s s w i L h o u t _ b e i n g n o t i c e r l
.
iiinl' engines are t-ltcrr:fore fiited
v r jt : l r
,;iirratjon indicators
f-hat continrrally
r r r r r n i . t o rh h c v i b r a t i o r r
level oi tlro
r-lnq;ine. '\_ilrd-icaLor
i
- - - - s u s u a l l y a n r iI _
1 i - a m n l e c . e rc . n a t r e c e r , r e s s i o n a l s
L
i l l . rL t e r s .
A vibration
transmitte_f_iS__UqqnLed on
:---._--:.-..--.-].::_.*..
ccn_
f . i r e _ l n E l n g _ - . c q s l n ga n r l e l e c t r i c a l l y
i . , i . c t - e d t o L i i e . e n r p L i fi e r - - t n d i l i c l i c a t o r .
' l ' iF
it-ii.iaion- aclrsing eJ.ernent rs usrral J-y
"
L . r a n g . c l t r c e rt h a L c 9 1 @Lic

''l'

jllg .1.-u__qeLtEEt
Eil r="."._
t - h e s c c"._E
ause the inrli-

1-ll:a!-$-!I-gll.;,n0
! ' . 1t - . o t : p c i n t - e r f - o i n o v e p r o p o r t i o r r a l
Lo
iire vi-bration
le','ei. A ',,'ar;ring lamp cn
l-he instrunent
panel is incorporated
in the system to :varn the pilot
if an
nnaccepterble level of vil_rration j.s
.ri..nroaclred, errab.l,ing the cngine to l:c
sllut. down and so reciuce the risk of
..ianr.rge.

'lire vibration
le.veI recorde,l on the
claule is the sum toLal o.f vibration
felt
a L t-he pick-up.
A rnore accurate methrtcl
dif ferentiat.es
bet'"veen the frequency
ranges of each rotating
assenr.irly and so
r : r r a L ' r l e st h e s o u r c e o f v i b r a t i o n
to be
j . s c . l I a t . c '-d T h i s i s p a r t i c u l a r l v
important, on multi-spool
t:ngines.
;l--EySla

s i.ving

I :tJpi

*v r-Dlet ir?n t ran sr.j

ierllirJ;];,n."non

gQ-r,

of

I
v r U ! c r L r ."-'noi"
L r r r rlrr r- -. r s b
een detleloped for use on
rnulti-spool
enqines. A si,sgs* 6;- f iltor=
in the electrical
circuit.
Lo the gauge
rnakes j_t possible
to compare the vibra_
Lion obtaj.ned against a knorvn frequency
range and so locate
Lhe vibration
sourcc. A mult.iple-selector
switch err_
abLes t.lie pi.lot to selcct
a specif i.c
area to obtain
a reading of the levcl of
vibrat ion .
rrilrr:Finn

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SW Ne,pal

\A!r

PowerPlant

E/EITArnrnes

qpH}WD

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p-WAirlines
I . l t i 0 u Ii N D I 0 A T 0 t i

P ct'(}{}

PowenPlant

l
'

cHae:
ffifl

u'.

71 - BO

'[Lrrbop
Torcluenre
te r (
rop Englr]r:s)
llecaust'. only a surall part, of the prc;pri,Lsive force- i:roduced by a turboprop is
c l t t c t - o j e L t l r r r r s t , n e . i L h e r t u r t r i n r _ . c li s *
,:irarge pressurc r)or engine pressure
r a t . i o i s u s e d t o i n d i c a t e t h e p o ! . ' er bcing pro(luced by tl:e engine. Instc.-r.i,
a f o r ( l u e r n rL
: er i s ernployed to neasrrro
t-lrr: Ic.yel oL power that t.he engine i de'.reloping both on the ground and i.n
f J-ight. As the method of measuring
torquc varies,
the engine l"laint.enance
ilanual should be consulted for a descript.ion
of t.he manner in which a pariiCrrl

ar

tnr1-1t)emef

qvqt-cm

or

Frrnnt-i961c.

In mosL systems, hoviever, torquemeter

oi I pressure is used t.o actuate a Lor.,iue
j-n the aircraf t.
indicat.ing
instrument
TIre torquemeter
instrument portrays
torquerneter oiI pressure (which is proportional
to engine power) in pouncis
Der square inch (psi) . Some Lorquer;reter
i-nstruments are calibrat.ed
to read i.n
of torque,
Lerms of pound-feet- (lb-ft)
and sorne may read in shaft horseptt"ver
/qtjrrl
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prcn'ls j orr
sta):t satis facto::i l'1- .Qlz@tgralil],-Lqrrnust be made I:or th': c-ornpres;s-o-r:
tt-!ttpuud
;ota-t,td-gp-ao
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h
t
:
mixfttre in
r-ems
mus
t
i;yi
sEatt-ilrg-th-e'-t'"''c
e nqlte
aIs;<l
m
u
s
L
i
c
'
l
:
a
l
r
c
o
u
s
l
y
, )Ict
ol-\crirt(: sirlul
o
v
c
r
e
n
t
;
i
n
e
L
h
e
m
o
t
o
r
bc possiblt: t<>
wiLhout ignit.i-on for mairltenance checkr;,
sys tell)
a n L l t : o c ) p e i : a L r 3o n J - y t f r e - L g ni t i c n
for t.eIi.ghr:in,; Curing fI:lqht' l ' 1 r , . 1 : r . u r c : t - i , r t n i : :ot qf b t l t l r l l i / : ; t - { ! l n s i s c o t r r ' r 'il- r r ; r [ . r - , r -. l1t t r : i t t , : l; - r s l j a l r t i - r l q c i ' c 1 ' . - a l i d
ti'rei:: op>eraLicn is aut:omi:.ticaIIy control.Led after the initi-a'iion of the
c i ' c 1 . , : L r 1 '; l : r e l e c L r j c a , - c i ' r c u j - t .
The rstar:ti:1g prc'ceiiure fr:r al1 .jet
engines is basicall.y Lhe .sarne, but <:an
be ar:hie:ve,J by v'ari.ou:; m'ethods- T'he tyoe
var:ies
and ltowt:r source for 1:he starter
r
c
raf t
a
i
a
n
d
e
n
<
Y
i
n
a
r
+
i
.
L
h
in a,:cot:darce
povier,
e
I
e
c
l
r
i
c
a
J
.
S c ) i n eu s ( l
relluirer0ents.
F
'
o
r
p
r
e
s
s
u
r

.
oflie:rs use gas c)r ctir
a.Lrcraf t requ.irt:s
exarnple,, a miIit.arl'
Lhe ,:ng:Lne to be st:arLed in the min:rtttuln
L i m e a n c l, ' Fh e n ! . ) o s si ;b . L e , t c b e c c ' m p - ! e t e ly indepen,Jent of :xternal equ,j-pntenl:- A
i:owever, rec;ult:es
conmr3rc:Lal aircraft.,
t h e i 3 n g . L n et o b e s t : a r L e d w i t h t h e : m : L n i rnurn,lisl:uroatlce to thtl passcncrers; and by
the rnosl: economi.cal. mt:dtrs. !^lhi.che:ve::
is; of: p::ime
system:Ls used, reJ-iallility
ilnDorLance-

for a Typica,i
Set.iuerttce
Starl:lr:rg
'[u
Gas rb I ne EttgI ne
't'ir,r etler:g'7 fot tile starrt.Lrtg si'stcln l:!i"
bc. suppl j-':ci bl/ an cnbc>arr1 au:rl-1ia::;''
( A P U ), a g r : o u i r d a : - : : s u 1 : 1 > ! " ' ,
1;ower un it
r)r an oF,erati:rg eng incl on the ;r!rr::-aii..'

'J'lrr: APU antl tne enq:ine:s '11'g 91;5111g';t:r;ri

u'rI"'r::
L l r r o u r J h c l t n c k v . . ll v : s a n d c o n i , : : o l
n
:
.
a
: : : ' i o - c -'t
(
:
o
r
l
u
n
o
n
p
n
e
u
n
l
a
c
.
l
c
s
y
s
t
e
:
=
tc ct)e

C c n t r o , ie , f l dI n d l c a t i n g S ! ' s ; i - ' l i i
'l'lre cont:ro.L and inilic;rtinq
s;:;:-cla t)rosEi-:ier:;llrttt
h
e
a
c
t
r
r
a
t
t
r
viclcs tll]an:; t,c
t
.
h e ! : n e u : : r " l Lt :
v;hich cc>nt:rols
of f vahre,
ihi:
i
n
c
i
i
.
c
a::r
to Lhe start:er,
supply
v
a:ve'
s
h
u
t
c
i
;
:
pcsit.ion
of the sttlrirsr

I
I
5

I
!
I
5
I
t
t
I
I
t
I

t
t

c ' : r : - l e r' : , J Z tl:.e l;ta rting

anrl t.erroinlte
!; y s L t.rttt .Ln c I utlr: s .llrs -e,qg i ne,,,s t'-r t .-sit i Lt:l t,
art'; t-llr' i'r;'-'t= . - _ i t " t . ol fl v a l t r e ,
tf c-:ltarlt,-,rmc,unr:ed on LIle e:r!1in =
rnctf c; s':arter
acceriso.ry qearpox.
c>n
sr.ri-Lch is log,atecl
lT'e clng ine starL
tlre 1:ornrard c'ver:he.id pan,el irr J're fJ-rqiic
-a-a+'1*'-

!1
(a-r.t/^i
.----AlrrL,/

^- .- -. \. !. nr n- -; r- r l . r n o n l -

o: rl r_i u

\r n
- vn r- !- c. f-

i-fe

iS

''--ai-ve
'
slruLo:::
o;rercit j-,:n of the-' s f arter
i
s
:
i
I
L
o
l
lelI
t
h
i
s

!
n
c
l
a
c
t
u
,
a
t
e
d
Tlre r;witch is;
afig-,tti?tauq l,'ul-','. "rhich is a e1-'c::r-Lcal-- I
L i , - s c >l e n o i d c : o r r 1 : r oI I e d e i n d p n ? ' j : . " l , i rrcr : a ) L f i
Iur:;; i': ;---' tu
. The valiie
oP9-L.l-!*et]--vab,'e
:
c o n t : : o I t h e l .I o r v o f c o m l l r e : s e 1 : . fj - r [ c
Opt:ning of th': v'a:-J'|a.l Icr:s
the r;tarter.
:rnm

a -- - tr. - ! v r r r
@

lL-r hr Ee

nnrrrrn)Al-i

.1.,'ql-orr,

:-!)

df

f t e

t h e : s t a r t e r n t o t o r a n d v j - a E h e e : t c li n ' :
gr:arirox the high presrsul:e 'coni::r'=5tsor arc,
tire,:ngine a(:ce:lsori,s.
'fhe opening of :he ve,lvt: is i--::ica t'eil
b:f
- de':rease, in dr:ct pres:;ure cln ther prtettcluct p;:essur:e g;lc'e
riiiilc-*a.iJ:ol,l
- il Iuminr:.ti-on ,lf th-cl s':ar:tet: va.[!'e
rrnqiFinr,

I iolrl-. (if

in:stalleti.)-

r. {'i

--. , .'!
'+-al:

4
'j

P Ge*:2o2

=-1&Nepal

PowerPlant

flAirlines

igl li
A

71 - BO

cxae:
[J[

+
j.:

A 1 i : i ( ) o l t ( - l : ;t l r c s L i t r t r : r I t a s a c c e l e r a t . e c l
to est.ablislr
t-ire compressor sufficient.Iy
.
|
h
c
e
n
g
i
n
e
,
t
}te ignition
a j r f l < : r . rt h r o u g h
i:; l-irrncd on, ancl tllen the fuel by advancing the engine sl-art lever. This
bc deLernrined by observing
uronrentwill
The engine lightthelN2-rpm ihcJication.
r 1 . i : . ' , r ' rI r 1 ' 1 - l 1 r l - o g - t - ro. dt t l - l r t : l l G T i n r l i c a t - - o r
t-eml.erat-ure rise is not.ice\vltL're a
to this the fuel fl-ow
able. In addition

At the proper points in the sequcnce,

t.he ignition
the starter
ard, usually,
will
be cut bff . The higher tlre rpnr
t
before t.he sta$t'er cuLs out, the sltorter
will
timg required for the
be the tolal
because the
idlelrpm,
engirre to attain
are working toengine and the starter
gntlror t'.o furn,ish torgue necersijry for
engine acceleration.

i.nciicator wi-ll sltow that fuel .i.s applied

to tire cor{rbustion system.
' l ' l r r . r . x a c l -rts . ' ( l t r ( r t ) c oo { ' f i ' r n s t - a r t i . n q p r o e - c , l u r e i s i " r r r p o r t a t t l -l ; r : c a u s ; r :t - l r e r e r n u S l a i r : f l o w L l r r : o u g ht l t e e n g i n c
be.sufficienL
t t c - .s u p p o r t c o r n b u s L i o n a t t h e t i m e t h e
The initial
is ignited.
f r r eI , / . r i r m i x t u r e
the energy
r
e
s
p
e
c
t
i
v
e
l
y
r
a
L
e
,
f
l
o
w
futtl
p
r
e
s
s
u
r
e
turbine
i
r
i
g
i
l
L
l
t
e
b
)
,
extr(icted
r:,. riri.vgl the cornpressor, rviII not be
s u ; l : e r . l ; i l t u e r l a l . r l e tt l r e e n g i n e t o a c cf.jlerate withorrt any assistance until
or self-accethe self-sustaining
after
speed has been attained- If
lera[ing
were cut- of f
f]:om l-lte starter
assistance
speed, the
beLoi"; Llre self -sustaining
to accelerate
enqinc would ei-ther fail
e
v
en comrnence Lo
t
n
i
g
l
r
t
o
r
s
1
:
e
e
d
,
to icl Ie
c
a
n
n
ot produce sufi
t
b
e
c
a
u
s
e
decel-er.rte
or to
r
otation
t
o
s
u
s
t
a
i
n
f i.cient energy
p
i
r
a
s
e
of
i
n
i
t
i
a
l
t
h
e
d
u
r
i
n
g
lcceler.rte
m
u
s
t
s
t
a
r
L
e
r
T
h
e
cyclethe starting
to assisL the engine
t-irr,'refore continuc
consiclerably- above Llre self-susEaining
speed,,to avoid a delay in .the starting
cycl.e:rwirich would resulL in a llot or
of
or a combinatiol
start';
irung (false)
bol-h. In"a hoL startr. the engine lights

cutout is accomplished by
The starter
valve, thus preventthe starter
closing
i r r q l ' r r r ; t . h , c rp. n a r r m a t i c a l r P r e s s u r e d r i t r -

,PJrt'.i'@{-r-

e,:-9_@

for

rimit

.rc.t"..-e",ll*::-lot]rE1t"f

)Lqr\^n

..

A c t r r a t i o n o f t h i s s w i t c h _ m a yo c c r l r m e witcri.j-L
cartj-cally througir flyweighcs,
i
n
Lite
l
o
c
a
t
e
d
switch
a centrifuqal
e
l
e
c
t
r
o
n
i
c
a
llT
o
r
drive shaft
starter
through the N2 indicator.
cutout may be obser-ve;d
The start-er
t
,r-i]rougn cne ouct pre_ssure- gag?' witere
If a
is visibleincrease in iii6isure
sLareer valve posiLion ligirc is instal
to indicaEe t
extinquish
ed, this will
valve

'

P*u v,*

?nnt< Lz^--t - T Dt
,4

t{ Q b i l N c c s u * T 7 | ^ ' *

is

aqain.

closed

ENGINESTARTINGSEQUENCE
(
gl-rlt:rT
GAt
TE!..IPERATUia

II

;;;;-il;-

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--5.

-.

..-

vEiEttS

rc-(

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OTGIHE ATTAII6
lO(I irg
/r O
Ei Cltft qtT/'
tTAF

NL

Itr

glo" 19*" i

tt-

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L-

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E}.GtNE
UGHTg UF

t
t
I

E}TGIXE ATTAII<I
3 EL," -ACCt-gATlnc

5
EGT RBf

'Trv

l'f c

fcT

?E X lt^rvTlf{c

utrrt-..5-:,lg-+

'.eihc-(.'

,l

A*-!qh, which interrup[;-thA "i".iii.u

ip-piv to Lhe star6r valve solenoid-

an eng-ne

rralue

Titis act.ion normaLly wil.I occur arloma

cutout
by means of a starter
tically

but
r^;irich the engine lj.ghLs up ngrmally,
---:.--.
to
t'trat
increasi-ng
Lhan
Lir::. rpm,*.I1thr9r_

,or; i.i r*,'.;"e.d ;" i;*titt;ie'

ntotor.

i - r . r gt l r e g a l t e r

IrcIC.^TES

TJCKT-UF

-5CCOHOS

! t-'.'Y l'; ^!

ute l.
I Lru.*f*-:,

f'^"t :,

!:tx

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)-a

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S.rikt

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Btr Nepat

fE9

Power Planl[

,\irline.s

71 - I C)

cHnn,
[Jf\

\.

;',
l'.
t.-'''/'.\''
f z-1't
'lY:nr'""t,
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K;NITION
UNIT

AC{-TS:;ORY

-r*lj

It
-rf-l

B
ii

^lLU|ilr(r

I.\L
Via'r\bx \
r r i-t--l
ll
iq_--_

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:/

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l -*

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lt
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1

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S'rilTCij

I rll lr,rrt
I
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TARIER
Ar\/r

PNIUMA
IC
T SYSTTI'I

GROUND
CART

DUliT,
PRI:;SIJRi:
9r-,inl L>"aq*.-quo
1,

U fr'rr t:

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Nepat

-Hntnes

Qrir-ipr
JLC-]

LUI

PowerPlant
cxne'[J[

f4n1-ofS
IIVLJI

Gas Lurbine engines are started by rotne compressor. In the case of

tating
clual a:<ial f low compressor engines, the
the
hi-gh pressure ccmpressor is usually
F
i
r
s
t'
onI-1, one roEaLed b1' the starter'
Lhe comiL is necessary to accelerate
air, under
pressor to provide sufficient
to support combustion in the
pressure,
l-\!rrnorq

St colrlI]r, oncc f uel has bcetr itltroduced

tlte starter
.rncl Lhe etrgine has fired,
engine above
t
h
e
a
s
s
i
s
i
t
o
must conEinue
the engine '
o
f
s
p
e
e
d
the self-sustaining
musL
s
t
a
rter
t
i
r
e
b
y
Ti-re torque supplied
to
r
e
q
u
i
r
e
d
t
o
r
q
u
e
l--e in excess of the
f
r
i
c
t
i
o
n
'
r
n
d
t
h
e
o ' r ' r c o r T t r o c o r i n e r t i a
'
arrclair loads of the engine
'flre baslc t-ypcs of sLarters
wi.tich have
engitres
been developed for gas turbine
are
ryrqr-lg.
?ll
- colnbustion

(Pneumatic)

71 - BO

A1r TurblneStarters
i nt roductI on
stareers are designed to
The air turbine
torque from a
provide high,rstarting'
source- TLe-Jy{tGI
lightweight
small,
p
l
ecas much as an
fourLh' to one-half
ng-JheI-t i.s capable of develooing
same enqine.
the electric
tott
t".f,
t"i".
"t '
sLgg!-s!'
'tfr6-typical
consisEs
starter
air turbine
which
t
u
r
b
i
n
e
flow
or radial
of an axial
shaft through a reductj-on I
turns a drive
clutch mechaand a starter
gear train
nism.
is roLaLed by air
turbine
I'lre sLarter
ground
pressure taken frotn an external
power unit
supply, from an auxiliary
or
(A-P.u.) carried in the aircraft,
n
o
i
n
c
l
'
l
h
en
frnm :n p
r
u
n
n
i
n
g
.
i
s
t
h
a
L
v.rY:.'v----n
is
w
h
i
c
i
t
e
n
g
i
n
e
,
airbleed
f rom anotirer
e
n
g
i
n
e
t
h
e
u
s
e
d
,
i
s
alrea<ly operating,
a
i
.
r
fre i no emnl ovr-,d as a compressor
over fast enough
supply must be turning
Lo ensure adequate air pressure to the
of tire engine being started'
starter

t
I

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Nepeil
|

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feourerFllant

WgAir,lines' I

ATA l'-i'- [3(j

l.,,no,
-----

!
i

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J

/ \ l \

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' \ ' .

\ ' ' ! \

//AI Ii OUTLEI'
OIL IIL.L PLUG

N0ZZL:S

ll

llST,\RTER

l ' 1 1 l u i;li:l G
FL A I i G :

HOJSIIIG

tfr':
-ll

AIR

IriLETl-

'\,
l-\[)
:,t\ - |

I
I
I

sii;ii I
I

ll

i
*

li

REDUC;T
I ON 1.,
!nEorcrrofr
',r.,
T C H ft=il]====l
C LU

i [:,tr,-j I

./

I
GEAR
T R ANI

Itt,

ltru]l

I Sl'l
l''lE.CHi\N
t

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cuToLrriI
sl ,J I- i i ,i ] iIi
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f

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T U RiIN
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li,lH[[L

T U I{B I|\E
I i'lc
HOUS

I,IAGNETIC
CHI p
DETECTOR

'l

fv Hl nU e
r r fJ L t V tI l n n
r
The figure
shc)ws a (:utaway yierr of an
The starter
:Ls opcair: turbine
st.arter.

ung-5;.t autonaL;ff^?: ltulcn-as:;enlfiy

ca-.Iy as scon as the rotc)r :;tarEs; t:)

r:l-pd

tut:n,

l-rv i ntr.,drrr.i

nr:

: i r

nF

<rri:f i1;ig11 t

involume of presrsut:e .Lntc t.[e startr:r

The air F,as5;ss into the'sLarEer
lct.
L.urbiqe housin,g, whtlre d-t- isi d:-re<:ted
:crainqt. rhe rcrtor b.Lades'by the n<>zzLe
vanes, causing the tur.cine rotor to
Lurns, it. dr:ivr-'s the
As the;otor
turn.
rodrrction onnr f,r:ainr,clut:cl;, and out-put.
s l r af t

but

O.iseng,fges

a.s

s;ootl

aS

t:hg

i
i
i

rrotr)diraPtd,[1"ctr1|ren i
dr.Lve coupling."turns
re,lche:;
th('l',fiiecii'':'ildeL l.]hen t.he stilrte:r
E.3:
t.ir-Lsrtverru.n:;pee<l , thr trct.ion,:f
i
clutch allows th,3 gear t::ain to coasl: tol
I
a halt.. The outp'ut sherft as:semb.l1'anti
dr.Lve coupl.in<J c,3ntinrie to Eurn as Long :
as th'a gntinC is runni.ng,

I'A("r i'( )()

PowerPlant
crrae'
ffifl .71 - 80
S T A I I T I RI ' I O T O -t I A I R

I Nt:

INLITIIOUSING

P I N I O NCEAR

IIOZZLE

OAOCLA[!P

ROTOF
TUNBIIIE

Jnu
crwn

EXHAUST

pl\-1
\ (.v cr
.\!rv
NNr

tflDE!. ,r|li

\ \r-

\Q
T L E C T N I CCAOL N I { E C T I O H

hr :c.<v;e^i

\ioanEn
il0usti,ic

4^-J- 19 !-

PLUG
r,,1AG
r{ETIC O N A I N
0UTpUC
T 0Uptilr6

| n; -

/;y, i u1.:'Lrn

Pr,e*r,.* i.1

/ - ^ - . ^ a n n n l - n

L u ' l l l J U lI C II L )
I'ire t.urbine housing conta ins the turbine
the
r.rii,:rl and the nozzLes rhich direct
'l'llt:
i r i i r , t - ; r . i r a c _ ;ii.'nt r ; l - L l t c t : ( ) L o r b l a r - i r : s .
I ' : r - i ' rri r e l r o r r s 'ni c r i n r - o r n o r n f e s a t u r b i n e
, r ' -

r , v s J f ' . Y

rc:Lot: containmetiL
s i n;tl-o f hp enero'v
J r i / q u ,

to disdes:gned
ring
nf lrl ado FraomenLS

. - i r r . Jd r r e c t t . h e i r d i s c h a r g e a t l o w e l l e r g y
r,hrough the e:.:haust.rluct i.n the evenf
r-ot:or failr.rrc: clue t-o excessive
if
j

i u r l - r in ' : o v c r s p r : c c l .
' l ' l r , ' t : r : a r u ; r i rsi r ; i o n l t o t t : r i r t ( l c o l l t a i r r s
t:lre
1 , ' r i r r r : t i-..( \ r ) ( _ l ( . a l l - 5 ,L . , l t t c' l t t t . < : l t c o r l J ) ( ) t l ( ' l l [ . : ; ,
'I'he Lransltriss.i,,-rtt
arrrl tlrc dr j.ve coupling.
housing
for
also provides
a reservoir
t-lrt. Iui:ricat.ing
is added t.o
oi. l.
Oil
t : l r , ' t - r a n s ; n r i - s si;. o r r t r o t r s i n g s u n t p t h r o u g l r
por t at the top of the st.arr-er. This

,tt

Laining

- i e ( l Lo" ? a- "v^ e- Ln c i^ )l 'L u ' J c ) n a baII valve whiclt alior''s tire

:;rttltll tO

bc-

n-rl.

c:n

ho

e lo.--)

vrlllt.rrtl

t.tl

during

ltormal f'IigirL,

of

drrrino

oil

[.lttl AItl]Qsii\llr)It'

but prevenLs L,--ss

irrrrorl-ed

f l -i o
- )h1t . "

The

ing also incorporates oiI-l,rveI

rvirich are used to check t.he oil
t'.'.

nreOrrnf

i1-

1)--'i"

^l".'

i"

tr\.)

hOUS-

hol-es,
quanti Lt-;tttS-

, . r l ' | YJ . l r ., .,, , t r : t it r l g a t L r a c t { ,
r : . i u : i [ i a r t - i c L e s v r l ri c l r r t l a y ] r r : i t t t : t r r l r . - l I. i .

, , ,i , . -

i ^,,

.t,--

i,,

11116=-'2')'l

F'owerPlant

cHoe,
frl'ft 71 8'C)

STARTERI'1OTOR t r r l RT U R B I \ E

R(fTATINC'A S,SEI'{BLY
GEIIR

C:ARIIIERA5:;EMI]LY

I N T E R N i TS, LP U RG E l \ R
A I RC U T
t N L E r - 5 T / . T OA5SEf,lELY
'1

DRIVESl{AF'f A!;5E}'lBLY

4r

OUT?UT:i't'r'F|

(4t
AIR iN

\\s-$

,.lzz'.

EEi)
ll

"\.,'tl
Y"l

i
I

5TATCtR
A:;STPtBLY

I
I
I

T U R B I NW
EH C E L
C O h / P R E S S Er 'D' I R
A M 3 I E NA
TIR

S P U RG E A R S H A F T

{P

ii
I
t

3E,A'RFiOU:)lNe'ASSEf'{BLY

A I F |O U T

\
MATCHEDS P I J R( 3 E A RS E T

E X H A T J SHTO U S I N GI . S S E M B L Y

I
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I

,!

I
I

I
I

l , A ( ) L . . s r. . ,

FowerPlant
cunn'[J[
S T , , r i ' i i . i l' 1 0 T 0 R CL'L:iCit

DRIVE-SHAFT PAWL

PA$/LORIVE

ST"\llTEil OlllVE
S HA F T

DtllVE-SHr\FTP i . \ . J LS P f ] I N G

'l'lte operaLion of the clutch mechanisin

is such that. tire drive-shaf t parvls are
disengaged frorn the teeth of the raLchet
(pawl drive jaw) when Ehe engine is ruttat lo'.r
ni-ng. Befcre and during starting,
spe,:<1s, t.he pawl springs irr
rotat.ionai
the clrive shaft force tlle drive-sitaft
pawls j-nLo engagement with the ratchet
' l ' h i s e l r g a g ( j r r r cl n
:
tec tlr of t-lre drive hub '
of the dri-ve hub
the rotation
transmits
tlr rough Lhc clrive-slraf t assembly arttl tlt':
ouLput. shaft t.o the el'lgine on whicll tlle
When engine Lightsbarter is installed.
speed exoff occurs and the drive-shaft
ceeds that ol the drive hub, a ratchettakes pLace between the
i.ng action
pawls and the ratcheL teeth'
drive-shafL
action serves to disenr
a
t
c
h
e
t
i
n
g
Thi-s
gage tire sL.arter from the engine cls t-ile
lrub'
cngine overspeeds the starl-er..drive
'
i
n
c
r
o
'
^
c
"
t
o
Ir:; enginr: spectl continues
i
u
ttcL
h
e
drive pawls assume
tirr: starter
f
o
r
c
e
as centrifugal
tion of flyweights
overcomes the force of Lhe pawl spritl3s
arrd the pawls ar:e compLetely wiLhdr'e'';n
{:r^m on.r^ootnnttl wiLtr the drive hub '
r !

O U T P U TS H A F T

71,- 80

v . , .

! r ^ Y

an'j
installation
starter
To facilibate
removal a mounting flange is pro';i'Jed
to sLuds on the engine gearwhich fits
box or a mounting adapter is bolteC tc
the mounting pad on the engine' Quickto Lhr:
detach clamps join the starter
Thus'
d
u
c
t
'
i
n
l
e
t
a
n
d
mounting adapter
t n ar n f
o
r
r
e
m
o
v
e
d
is easily
the st.erter
e
l
e
c
t
r
ic;rl
the
Lcnatrce by disconnecting
c
a
r
oIoosening the clamps, and
line,
fuIIy disengaging Lhe drive coupLing
frorn the eligj.ne sLart-er drive as the
sLarter

i-s wit.hdrawn.

moggted in tl-re turbine

A cutout switch,
open when the starLer
t
o
s
e
t
is
rofor,
reaches cutout speed- Openinq the turbinc switch interrupLs an electrical'
valve ' Tl"ris cl-oses
to the starter
signal
the air sui>pIv
o
f
f
tire valve ancl sirtrts
to the starter.

rACeT-(f.,

$fZ' htepat'

PIamt
Frc\fir,eti

=Et'Atrlines

r\ - '\ i/ r' l' l rl ' l, lr lr. ') , L: l ir rr , ll r ' 1

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l\TA 7'il- i]0

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; d v ; t t t L a t - i r : : ;, l r ( ' ' l u i r l ! - i ! ! - , l l t : i ,
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t][Eru--sr-oi
l)ro(luc(:(l ,
f
a
:
L t : l r . r t . L l 1 , 16' r r r r r i r l r . t - .:cj L ; r r L l n !
,trrcj LlrC
: ; \ ' : ; 1 , ( : nt lt r . t ! 'b r : c ; r t t i r : , 1 ; t l l r . r , t t - rt l, l l ( ) i ) i r r:::,rl.L-'t'llI5 t,!'t)c oI sc.ll-tcr obr:aitts iL:;
j t l . l g , - l : ; r - - 5q c t l c r . l t : l)orv()r f r:orn ltot: cxP;trt,:l
( . - l ) ( lc o l r i l ) l l : ;L i t l t t t , ' l t ; l t r l l r - - t(1) t t l l , l
ccl wi tltin
b y b u r t t i n g a c o l i d ) u s Lj b L e n r i x :jcartcr
l : r l r ( : l s l l i c ! ) I I t : t . , 'b c c ' l l - h c ' r ' t r r c ) . . l n d a i r < > r ; r s p c c i , r ) . I y c o n : i > o , , t r : d c ' cs io l i < l o r :
as a
. : i q u i d s I o ' r - i : u L r n j - t t o r : u b s i;a n c c : ; u c l t
r r o r r o p r o i t c ) . L a r tt . - _

,1,rirr',1. ()rrlltl.rll

c'f fucl

or

l l l o l l o D r o D e l l.a n c

t.e:- bu::rincI cirnc is clete:-r;rircd by the

cirrrnr
f arcl:,- :rri ttre Sttrrt.ef CUtOut
c1l.rp'j .

i t r L s s .

'illr.

aI:;o

JL

L ' - . j t : l ) j n , - ' ! . l ' J l r { - ' ni r i l

ciLltcr

!ronr

f tc;ln

wi.ll

Ldl
;\

it:; a

f urrctiiftl

Plr.',,1

sCarL,lr.

a^-+-t.l^^

Daa,'nraf

i n

Cf

ir'

.irlridc:o-nn.'rrn;rf

.\-f

,\r.

JL(:l L(:l J

LI IllLrC-fllCUlrldtlL

,if irf

Pr

is

s;i laI.-

rr)
t.haE opcr.lte:;
s tar':er
.r corrbus tion
mean:; of a rnon,f,pr()pcl.Ian.c conc,lina:d in
; r . - ' i r ) ' L r i i i , r i : . P r i a r r - L a ' ' - ; t : r r : ' . i l : ; , f . l : . - '. r LLic,.:u conL.l.rll!ll9 Liti: ttlctlopr.ooriLi.illL i.inscr:cec in th'3 s':ari.er muclt a:: a p3r -r

wogld

Ioad

ra^rr]

rr r- i rr vl \ri L: o

:p.':rd of tlre
r . p o n t - l r , : s c rl f - s t r : : - r i r r i n g
Tlic: sclf-:;ust-aining
spc:ed, tlren,
cngine.
to a Larc'c e):ce:rt. the
ciecermincs,
amollnc <:f iuel or morropro-DeLIar,t re-

:;or.irc(',

ou[:;jr]r-',.tlr
urrj u or

r;rorrrid

1;L.lr.l,
alr:aci1"
.r:loLl cr: cttcyittc r.'iri.ch is
j-:; (-'c)lllrccl:(-'(i t:() Ellc s Lilrt.c!'.
tllc
collr-

s:n

at,.t rl^

, l [ ) c . ' r lr i

1 . , . , ( -: lr L , l t - t : ; .

m,lCic

r:cqr-r.ire3 b'z lhe sc,tr1:er is proirort-iona L

t:o t.hc lsnr;tir of tirnr: ti',aC t)le st:rrtcr
j.5 6,pereting.
l.Jcigirt ani. size
:!irTlj.tanc(:cs:iEaee t:hat: Che
t:iors of a.ircraft
Jr rnoncDrooell,ant- bc
o;l fucl
ctuantity
IlcIc Eo a;rinimu;r in an aircornc,
cori;..:rtrln- IL i:: i-l:elcic::rr
l-rui'Ji-c:r3irlricr
rssnti,:I 1:itaCLiti sr:arter- bul-r'ii:rl Lr;rre
tre hel o to a fi]rniinun., The ni-nintun star-

rrr

t,'tll- [11"]

l:c' car't-l()(l

[ . ( ) i , ) ' ( ) v i i . ] r ' i l r r r i l l i t r t r l t : to I '

l - i r l l t t , -r'' r r t t t lt l : ; 1 , i r ) I l . : l ; l r t / - ' r : ; .
s j t l i ) l ( t . ' rl l aJ
lt,: tilad,: !() ol,crJ'.r)

lrlr'l .:i rcril

l:rr:;Lion'1;L.rrLcr

'i'l)e quanti':y

: rtl I it

l)',

t : i ( J n o t ) : - o i ) c 1 1 , 1 1 1 qt r i I L

a cun.
ts i^n

st,f ri-or

i s

.1s in
c:i

Fi ro.l

rlnr

thr: c;,s,: oi
,\

plo-rr;6;l

a:

--

l 7 l;';

a svj.tclr in Lhr: a.lrcraf t. Carl-::j-dqreplcunratic

star:er:;
c;.n generaLL;r t:e cp'.:witcn prcr3ccci as a pnerln]at:ic sta:te.r
v i-deci wi th oir
f r,r* d.n cu Ls ide soLlr,:e .

s T A i l li l , t I ' i 0 T 0 R
: A I iI I i I L G E
coRotTt

4zS

Ixl^UlI

foAr

I
I

@ Nepat

I
I

*#=Airlines

t,ncE:21
o

FowerFlant
cHne:
fiJfl

r.ti:CTRICA
SL
TARTTRi" l 0 T 0 sP.YS T i t,l

71 - BO

START

ACCTSSORY
GEARBOX

STARTTR
t'10T0R

tL-

CLUTCH

lectrlc

Elect-ric

starting
is used on some turboand aur:iliary
porver uirits.
L.)jr-1-r
' l ' l r r . s t" a, ,rnt ienre s
is usua,lll' o direct
- l J Ec iur rer e n- t
(D.C. ) electric
'noc6i-coupled
gno ine tirrorrgir-Fr6O""rion
cdaT J"O
\-----_=--.--.-.=--__-__----:_-.
r a L c l l e t n r e c i ' r a n i s mo r c L u t c i r , w h i - c h a u t o *rrr-lTLc-a@
cT-Etrne
- rtt t tg

i'

%tr:

"l-

"l.t*-.i

.-r ;;ii -l-', . t-..i,i',,.' ' ; .t'PCeti

'

I'lte elect-rical
high voltage,
;)

.;riqtcrn

nf

ro

supply may be of a lovr or

and it is passed thr:u3n
I :w.l

;rnrl

rcc

i <f ;rnqgg

f-o

allow the fuII

voltage to be progressiuely built
up as.Lhe starter
_oaj-ns
speed. Tiie electridl
supply is autornat.ically cancelled when the scarter
lo;rd is reduced after the engine has
c r F i c i !:srua r . Lnv-r

cvclc

is

j r..

rrl

5l-art-_Cd Or

cornoletecl .

wlten

t-trr: t j.rrrr:

PrrGE:211l

lvepa,t

E/7Ainines

Plant
Flowe,r

CHAP:
ATA 71 - 8C)

. ' ^I , ]
/.

ER'r-d
B,\T'f

z\

c
^-rcnTTn

)IAKILI\

l'10T0R
AUXILIARY
POIilER
I r A r TT
ull l I

i itG
START
I'i
CI RC,U

r'. S-IAUT

ToN
''

oFF

G.
l*

Bol

lr--

ll;lliro
ll

ll
ll

*r'r+',ffi,
-,

ll

rr'|orc^ro'
\''ll

;M(fiWO ll
tl

Ny
pAcK,NG%
\:'--------!a1

ll
Ii

it
rl
II

R
t;--FtLrEB

--z*<i>
pAcKrNG

E*j**.
v'-dfi *12-"'"'
v'd"/;

I i

ll
lr
,
Ii
I I
Ir i

L---:li'i,o

I I

ll

fi- ---'-lc!)nc
PLUG
J!'-'-"F'LrER
;--''
(J
\-ir

#-{1
/ ))
-*diiii{
l,
\--'z{>l
-*-*\(;-/i
/:

II
I I
II

ll
| |

'4

! i

s o L E N-r-o- > .Y { L .

||

vtlvE/

I I

Ii

scREtY

r".^r

I I

(ive-'i'1'1.

| |

ll

til

i-

I Strr,ter\iaive
I
[

t,r= starter
..,,. ajrfiow

valve f unc:ions to control

si'stern
from thr: pneu'atic

o'-tt s"vitcll . Tilis swiL'ch is in series

r';rch tire engine siarL switch in tite

I
I
I

:;:::::::;;"=$:::':r::'llii;.T?l' " b
| :: ::'=,:H.il;':":,.:;i';1.;rr-sorerroi<r
the solenoid
be openeo ancl interrupt
!

!
!
I
i

and pneunra-.icalli'operateC
;.,.,a;"tled
The ,-,o*or pos:.tion is spring:;ir;.
l-cadcd closed.
t h e e n g i i r e s t a r t s e q u e n c eI
;;-rniar-oa"
has to be oirened, proviclecl
.Ur= r.t".

causing tire solenoid to o1::o

circuiL,
t i rl {e o p e n c h a m l c e r o f t h e s L a r t e r
""f::
actuaLor to arnbient, wirich again wirr
to close b7
cause the startc.ralve

I
I
I
I

;::'::'i!l';;"'[:::ffi::.::,ll-,']l''I l:l:'::;ll:'i,,.1'i.3li;;"i",1;,,'l;li'lijl;.'
|
|
|
|
I
I
|
|
I
I

.""t.',. soreno j-d circr-rit has to be closec.

by. acruat.ing
;;.,;;.-"t;i-lo-o..omplisheci
Lfrr:cockpit
1
n
t
c
h
rEart swj
;;;" .;;t".
This wiLI energiz'e
ao t't'nu'r position.
1 ; , , - . o l . , . , o i . l , w l i c h n o w a r l - o r . . , su p s t . r c a r n
,rt.t, a"-U" supplicci t.o tlrr: oP.:trcltatnlrcr
,n a,]" =aoralr valve act-ualor and the
varve opens and air flows Lo the
;',";;;r

I
I
I
I
I

=torLer motorspeed
nrao, the enginc self-sustaining
t-o t'lrc
t
h
e
a
i
r
:
l
l
l
o
w
e
s
t
a
b
l
i
s
l
l
e
d
,
,
,
r
l
l
i:;
a
n
d the
t
e
r
r
n
i
n
a
L
c
d
b
e
m
o
t
o
r
c
a
n
starter
occut
w
i
l
l
T
h
i
s
c
l
o
s
e
.
v
a
l
v
e
c
a
n
st;rrter
cuts
t
a
r
t
e
r
a
o
f
m
e
a
n
s
b
y
arrr-ornatically

yI L*_-

nicarl-y by f lyweights when the switch

I
is rocated in Ehe st'arter motor ouLPut
I
by the N2-Laciroslraf t or electronically
|
lneter systeln
---r-^J LL^ -,.^-,..-- |
l'iitcn tirc enginc is nrot'orized thc sLartcr
I
crrt-out-speccl wiII not be obtainod'.t:-I
has
valve circuiL
this case tire starter
I
manually by Pl"t,ll?to be interrupLed
|
switch in bhe cockprt
the ertgitre start
I
to the oFtr-position
I
F"
i I
| |
.:.

- _--.,

- _

|
-_--__**_r

IIAGE:21J

\gzl Ne,pa,t Fo'werFlernrt

\1

E/E/7Airlin'=s
r . * ; ; ; -I r-l(--l/-al-\tt-+l!\ti

I svsrei't
lz

I|
I

iI

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II
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I

iI

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ri4:iiFacn,cf,,n,n

r
i:

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5 . l ir : - s E A L
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ll

'.'#dtl

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ii

,(i<=truir,
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ll
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:;TARTER
r:,t]iil!l

tl_l
t_f!
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Lr.,
I t L---+-^:

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-T-fi;tlm-l

,elrciNE t.i

cHnn,
,{J[

rr

ll

$t'lh llll ffT=*ffir'::

llrr FQ|
i;
fl :dL3"_i, fi
ll

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jr____

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| ti'rtr.qfl

;
;Jili ,j:i.
i
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[:**n 1l| ,.--H;;
'
il

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I I L . 1 { $ ,l l i c l 0 s :

lrll-*-...=

__=__5=u'[L___

' I:';;;;:R
;:ilsil;
l$U1---1:r*T''?, o_:=:--=::::rrI_i
I
I FRor4

-\

9lg:F

f I l.$

*..-.-'--\J-T---

fn case,:f an open:;Larter
\.alrze:;o1enoid cir,:uiL,
e. g. rlue to arr ol)err sL.r.rter cuLorlt swi t.cit, .Lt is not. .poss.LbIe
to sLclrt the eng:ine in the r,orrlaI way.
'l'o overc()rne tlris prtrltlrtill .t irr,rnrra.L
override rnechanisr i:; inst,alled
wh:-ch en',
ablcs the ground cri:w to open t-he sEarter v,elvr: directl.v.

On sonre aircraft
a stilrt-r
val-ve ;;,:si-t i < - ' n L i g h t i s i n s t a l I r : d ; r h i - c h i l L r - : i: : nat:es whenever the start..-r val,ve i-=
open. Thj-s Iirllrt. is cr>ntroLleci bi'-:
y,1l-'.:q r,r1po:;iL.ion srdit(-h on t.i'ir: starter:
by a pressurre switch,
locat.eri dornrn=fr:arn
of thr: start,er valve.

.r

PAGE:214

@ nepar
I U,.
I Fower
eowerPlant

it t Wnirlines I

orne'
[f[

71- BO

I
II Iqir;i ron System

engittes can be
I atr.nough aIl conrbust.ion
utttir:r idcal conq
r
r
i
t
e
e
a
s
i
l
y
i
t
c
c
i
i
9
n
I
|

,t it

i()ns,

g . r . s t - t t r l l i t l ( ' l 1 ; t l ' . ) t : l l r li lry

o1>r:rat:c

where conditions
for
I ac high alLitudes
the event of a
i
n
r
e
J
.
i
g
h
t
e
n
g
i
n
e
a
n
I
The Low
I fla'reouL are far from ideal.
cncounterecl at high aLtrt
e
n
r
p
e
r
a
t
u
r
e
s
I
a decrease in fuel volatiliI tuOe cause
to ignite
m
a!:es it dif f icult
w
h
i
c
h
I tj'.
n
e
c
e
s
s
a
ry to have
I
L
.
"
i
s
c
h
a
r
g
e
.
I tnn fuel
j
u
m
p
wide j-ga
v
o
l
t
a
g
e
'
t
o
'
I o uery-.high
a1so, a-high
I nicer plug.spark'gap;'and
spark. The hiqh energy capai intensity
sysl-ern has been geignibion
L
y
P
e
c
i
t
o
r
I
gas Lurbine engines
f
o
r
a
c
c
e
p
L
e
c
l
l,r".,,LIy
b
o
L
h .r higir voltage
p
r
o
v
i
d
e
s
i
t
| . rn."
h
ot spark which
I ancl an exceptionally
area. E.rceIl-etlt chances
| ..ru.-r'arlarge
l . ' t - r t t r r i . L ' . i r t rt j- l t c f r r e ) / a i . t t t t i x t u r e a r e
I . , . . . ' , r - , : r la l - r e ' . r s o n a h ) y h i q h a J r : i L u c e s .
system conLhe t1'pi-cal dual ignicion
power source, two
sisl:s of an electrical
units
separate ignition
iqrr i i--or plugs,
plug and
for each ignitor
o:: exciLers
rne associated wiring harnesses and higlt
uniL serves
L c r r r : i - o t rI e a d s . T l l e i g n i L i o n
D
C low volo
r
A
C
a
n
e
i
b
h
e
r
to convert
t
o Lhe igd
e
l
i
v
e
r
y
f
o
r
trge potential
t
u
r
b
ine
niter plug. NormallY, Qds
igniter
w
i
t
h
t
'
r
"
o
p
r
o
v
i
d
e
d
engines are
spark
t
o
a
s
plug's, sometimes referred
In the case of can-type and
igniters.
burner cirarnbers, the
can-antrular-Lype
located in separate
p
l
u
g
s
a
r
e
igniLer
charnbers.
units are designed to give outIgnition
puts which maY vary acco::ding to requlrements. A high value outpuL (e.gis necessary to ensure
t.rvelve joule)
obEai-n a satisr-hir- Fhe r.noirre will
and
at high altitudes
relight
factory
is sometimes necessary for startj-ngconditions,
fligth
Fiowever. under certain
in heavy rain
such as icing or take-off
or snow, it maY be necessarY to have
operatsystem qontinuously
the ignition
should
ing to give an automaLic relight
occur. For this condiflame extinction
a low value outpuE (e.9. l-hree to
tion,
j
o
u
le)
because it
is favourable
six
of the igniter
l
i
f
e
a
l
o
n
g
e
r
i
n
rcsults

plug and igniLion

unit.
Consequent.ly,
to suit aIl engine operat.ing concliE.ions,
Llre u:;e of a corrrltincd syst.em givin<; a
high and low value output is favourable.
Such a system would consist of one unit.
emitt.ing a high output to one igniter
plug, and a second unit giving a low
output t.o a second igniter
plug- Hovrever, some ignition
units are now capable of supplying
both high and low
outputs,
t.he value being pre-selected
as reguired-

0peratlori
To avoid the danger of an internal
e.vplosiop during engine starting,
proper
procedure dicLabes that the engine
should fj-rst. be motored by the start,er
and pe::mil-iecl to attain
sufficient
speed
t.o purge itself
of combustibles present.,
before
is turned on. The
the ignition
ignition
is always turned on befg!ilfue]
is sprayed into the engine. The ignition
cycle ta-kea place several
Limes per second, and continues
to operate as long
as tire ignit,ion
switch is on. The ignithe
tion switch will
close or interrupt
power supply circuit
for Lhe igni.tion
unit.
Sometimes, there are several ignition
switches in series which allow
systo operaEe the different
ignition
lems individually.
Ignition
switches normally are located
at the pilot's
overhead panel in the
cockpii.
Often it is Lhe same switclr as
t.he engine start
switch. Additional
ignition
switches may be operateci by the
'lor
orroino
cf irl.
--.rer syscem.
Ignition
used for
systems arezig!j!Iy
-engine starliq_g but also for ignition
the
standby protection.
to relight
engine in t.he evenL of an inflighE
flameout when operaEing under potentially
unstable
cohdiLions such as
fli-qht
during icinq,
air turbulence, all takeoffs,
Iow approaEhesr eo-arounds and
ranorngs,.

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Lrernbler-oPcrate'.,i

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bY

1-lte relltecitarlisrn, cilargcs

the tremi:ler
(ccttdclt:,:r)
Lllrouglt
licrvo j r cnpac j :oI:
l'JIten t-ltr: r'olrectj.fi.r:r.
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t-.-rgc in

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capaci

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i.5
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, . l i : ; c l r a L ' 9 r - '. r t r d a . c l i s c l t , : r g ( r
cnercjT
t-o cnstlt-^c l:lrat- ani'sl-ored
f.rLtcd
within
in Llrc capttcj.t:or is dissipated
onr': rninut'..1 of
otf . A l;.rfcLy
alri-e

t-lrc uni L

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.i i-ciriiion uni: mav be suppli-ec wi th

c u r r e n t ( D . C . ) a - t t . do t e r a t e d J Y - a
c ii : e c t
--t:lriule:
nccirani.s;n )J: a t!ansi-!-!?l:
',,ir,-'r';.,cr
or irll)l-)Iic:l wj-tlu-a-l.L,lr
c i L c -u r L , -

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crrecttor

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I

iL i vi lnl l l

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o r l c H A R crr8 r l r o R t

l,uri

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-'rM--\.,'!\-

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t:hr-'s;)"'tctll bcin<; swi-Lcltc<l

to crli:; f j'tt:cd
resistor
saf <:1y. even
Lo opc,:atc
l.cad i.s discorrl:ensiotr

i.ltsu L;r t:c<l .

.:.q;i'i-tio;r
Cperation of Lire LransisLorizeo
to tirat of the D.C'
urrit is simiiar
c:<cept tl-ral- t-irc
t::crirl:Ier-operaLcd unit,
is r,:placed ):y a Lrart: i :;L r c r n | ; L r - ' ru n i i
A t;'picaL trensistcr chopper circuitt-orited unit has inany advantages ov{:r
unit bccause tt
l-irc t.renirler-op':ratcd
a
n
d gives a rnu:rt
p
a
r
t
s
h;:s no moving
The size of tire
longer operating life.
urlit is reduced ano i-is
transistorizcd
v t oi q h t i s l c s s l - l r a n t - h aL o f t i r c L r t : n l t l r ' : r
)'
- . ) D er a l - c d u n i L .

A A. c. igrri tion un.it -lg.9gf_"99-ql*-a--!!g-r^ " - i i . i r - t '-fi i i . " t :

t - , 1 r . : ir.ts- p a s s c d t h r o u q l r
"j
,: [i u i
a- .fSp t !,f i-e.: - -19."-q11-g-r
r
se
in'E
" "
tt r, r' ir! "i.r.l . - t h o v o l t s a g e i n t h e
Lr
LUlrir-Lf.uUl
c;rlrac i r-or i s eclua I to l-lre brcalldov;n'
valuc of a scaled discharge gap, Llte
the energy across
capaciLor discharges
t'-lrcfacc ol: Lhe i-gnitcr pLug. Safer'y '1nd
rl i:;clrargrr rcsist-ors are f itecd as in tlle
D.C. L'.rcrnl:lcroPcraL<:d uniL-

FIRGI:212

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PovuerPlant

Ei!9 .{irlines
t G N I -l 0 N

cltAP:
ATA, 7-l -'13'0

t;1Et)
TRAilSI STC|R

cAtAclTci

CHOK

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CO F i P O i I I N T S

I LliJ

I Gi{I TiR

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TEI{Si ON

riiLtii
TENSIOIi
LEAD

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In tlre evenL or a
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Inrrifnr-

71 - BO

nl',^

l:Jrrr Ltrt

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l r l r r r j r r r o : ; { -o-f l t - } r c l - . i r r r c t : ; ( l
: ; r t 1f q q ' 1 .r l l : : t : l t ; r 1 ' r 1 1
r '' l q 1 r 1 ,r , ' l irr . l r l u , , . u l , ' I I r . r l
I i r r r e n r ' r ' ( l y r l r r . . 3 r r o t . l r ; r v , t t o j r r n r p . - r r r. r i r
g;lJ-r.'i'he etrd of l-lre irrstrl.rLor is frLrnrri,l
i r i , a p e L l e t . : , c o v r : r c , , l w j .t l r a s c n r i - c o l r tlrrctir.'o irrateri,rl,
w i r i c l t p e r r n i t s a n r .l , - ' c t - r i c a t r J . c - a l ' . a g , :l :r o r n l - l r e c c n t ) : a J . l r i , ; i r
1 . , ' t r : . ;oi r t c r l e c L r r t r . l r , l : r . > L l r r : l s < - t < J vy t l t , t n t . i r r r
'Iiris ionizes
systom is operat-ing.
the
sr.trf ace oi f he ne l I ef f o nrovi rie a Io..;
rosi

qi-anro

n.r l-h

Far

F
lro
u r . ' -

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in the c,anac i for- - Tir,- ri i scha rie

tra,.'.es
i-he forn of a high intensity
Ela=ircver:
ironr tlrr-' electrorle
Lo tlrc body.

,::

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igniLer

plugs

incclrporaau

Ir

materials

satisfacto provide
tem?eret-.lre:
tirne under extreme
r - ' r t n d i .l - i < . l r r : ,-; ' l ' l r , : r . l r t s i ! n
,r i r
includc:;
cnrrl i ncJ ho1.':s arr.l
w
h
i
c
h
r^,),\('^
Fa::l';aoes
; , i r r g l - c t t t 1 . r , : t . . l t - u r( !. -: :, j l ) r t ( - . i . , , r 1.1r t7. l i r , ' j .
Perat-ure
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TI,,

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,-^r,,^ + { ^^
liI'. IUUULLIUII

'flrr, use
of high-performance jet-engined
.i i.rcra f t has cre.:t.ed an urgent need for
n e i , , r n e L i r o c l so f q u i c k l y
slowing dor*n the
'lcinding.
e i rcr:af t on
This is necessary
5 s r i i r a t - t - - l r ca i r c r a f t . c a n b e b r o u g h t L o
r-,:si- wi t:hin the avai IabIe Iengtir cf
''s i:rilrE runh,avs, without the excessive
rrse of v;irceI brakes.
i r . i i i l u r l r : , r r r r i t t f f r : c t -i,v c . t v a y l - o r e d u c e t l r e
-r'.r:crafL I.rnding run is tL) reverse tire
cij rect j-on of t.ire exhaust. gas stream,
Llt;i:; rising engin,e Lrgi;s1 as a dece.l-era1 j , r i ' , I ' o r c e . T l r r s n i e t - i r o do f t h r u s t r e \ , ' . r : : , 1I c a n a l s o b e u s e d t o r e d u c e a i {
:;i..c,.'iin f 1ight,
ther:ebi' allowing..a,r'
i
: , r . L r :i r - a{ - e o i d e s c e n t .
:- ! :
-it
.,;,.-

; . . r 1 ; ; 1 ; ;r - r 1 . L l l r u s t

r - , - ) ! : u Is c r s

have

beeti

wi.th considerable success. Thrust

irrii'
r-c,.'':rsers have been designed,i'to,-diver,t
tirr: f low of tire",fan,:,ex,it::"air
of turboi ; - i n s . a s w e l l a s . "t . h e - , t u r b i n e r e x h a u s t ,
( , t i t i i e s o. f t u r b o j e t s ' o r
turbofan engines.
An.rccet)table t.hrust reverser nlust not
Ir,ri'.^.r significant
effect
on engine
w
h
e
n
ci)cra'rion eilher
the reverser is in
ils.r cr when it is not. It. must be able
t:o ^ i thstand high ternperatures if it. i-s
r:st-ri in the turbine exi-.aust gas stream,
;rriii nrrsf be mechanically strong, relaL i ' . ' r : 1 1 ,I i . g h L i n w e i g h t , r e l i a b l e ,
and
l . J i r e nn c t . i n u s e , i t s h o u l d
larl-sai-e.
n . f , t c i d *arn: "n r e" c i a : : l v t c : t h e e n o i n e f r o n iaL area and must be strearnlined into
r'lrn .-nrrFiorr..rf

ron

oi

tito

enclino

n6qgilg.

I r r c r . ' c l e r t o s a t - i s f y t i r c m i . n i m u mb r a k i n g
l.ccrrirements after a Lanciing, a t.hrus-u
reverser
should be able to produce in
revr,rse at leasL..-40 percent of the, fulI.
f o r r + a r d , t h r u s t . o f , .w h i c h , , t i r e " . e n g i n e i s
capablt: 'l'lrrr::t
r e v c r s e r s o f a l .I t y p e . s a r c n r o s L
; ' l ' t i ' r ' r i v r ' ; r t I t i t l l t f o r v r , r r : . 1s l r r - . c .c l F o r
I l r i : ; r - t t ; r s o l ri - u r d t . o p r c v c n L { - i r e i n g e s t i o r r
ol'rr,.circulating
hct exhausL gases and
t.lre ingestion
of foreign
objects by the
t : r r r il n c r t : ( : 1 V o F S r ss h o r r l d b e u s e d o n l y
,lnr i rrr; i-lrc l'.i.r:;t:part o f t-he larrdi.ng
rol l- As a genc'ral rule,
Ehe use of
l lrr"rr:;t .:'everscrs below a forrvard soeed

of approxirnatel_y 60 knots
mended-

is

no[

rect-rnt-

Reverser
DrlvesandControls
Tlre moving parts of t.he thrusL reverser
are driven by actuators
and linkages or
drive units with flexible
driveshafts,
gears and _iackscrevrs.
The driving
power can be pneumat.ic or
hydraulic pressure. The reverser control
is achieved by a directional
val,,'e
vrhich dir:ects tiie actuators
or driv't-'
u;rits t.o open or close t.he reverser.
rI
r.,-.'i a

Operation
A reverse thrust
lever in the cockpiL is
used to select reverse thrusE. This
Iever cannot be moved to the reverse
thrust
posit.i-on unless the forward
thrust lever is in the idle posieion,
t.hus preventing
Lhe reverser
to be
opened with t.he engine runni-ng in high
power. Initial
movement of Lhe revel:se
thrust lever controls the directionaL
valve ano driving
power is appliei
to
ntove the reverser
into Lhe deployed
posit.ion.
To move the reverser
to t.he
reverse position,
of aII mechanifirst
cal locks have to be opened. These
Iocks prevent an inadvertent opening of
tire reverser,
when forward t.hrust configuration
is selected. The engine pov/er
sltould not be increased until
the reverser is in Lhe full
reverse positionFor Lhis reason an interlock
mechanism
j-s j-nstalled
which 1#events to raise
the reverse thrust
lever above reverse
j.dle position.
will be
This interlock
c1eactivat-ed by .r fecdback mcclrarrj.srn
wlr.i-clr i:; opcrat-r:11 rii-rectly
frorn thr-:
operring rcverser doors.
Operatj-on of t.he thrust
reverser
systern
is indicat.ed in the crew compartmenr- by
a nurnbcr of liglrts.'Lhese
f.ighIs rrornralj.s not in
ly indicaEe that- the reverser
the forward and locked position.

't^J=E.12?a

\tgEll{epal

Planrt
Po'nrer

E=TA|rlines

71 - tSll

CHAP:
l\TA

)':fEiltit-ll

_tL_

II
i i i ( u - , Ti ' u , l l i 0 i ,

CLAIlSHJ-LL
i}CORS

rrb

ts1li

F I X E DC A S C I \ D E
TIJP,N
I NG VANES

REVTRS
E R U SPI O iST I i ] N
TH

*.
l-l{

'4:2
C A S C A DVTA I { t SO P t N

CIa*..5L*(|
flotu

ff oi ,I u

Lttrr()
f,t;t fl,1'': ,j,

XW Nepat

WAirlines

tAAr?.;:(,

PowerPlant
*rne,[f[

71 - BO

EX I I A U SNTO Z Z L R
EI V I R S I R
, C A S C A DTEU R B I NE
rLoc(ft

crooR

DOOR LINK

C E N T I TI O D Y

ANO
sALL SCREW
F N U L { TI C
LAICH ACruAIOR

II}{G CQ dI
TT.ANSLA

DTFLECTOR
A55EMI(Y

a ^

^ ^

^/.1^

l'Jnr

rn

L a S C a O e I T C V CSI e f
T1o;.rs_qq9n t_ypr _o f _rei'_cr59 r emp I sy g
p vaet -ri-r
l t u n t e r o u s t u r n i n g v a n e s i n t - l r c' i igr a s- r e
t-o ieveisA-The qa;-iror.l;n
o f l : ' ti : t : y p e . O n e
r : r . r . - sa r e l C n c r a l l y
t : y 1 ' t ' o' f f a n r e v e r s e r u L i l j ; e : ; a s l c c v e
i:o r:over tlre ilan casca<lr: ilrrri lrq forwarcl
I l r r r r r ; L c ) l ) L ' r J L l o r t . l t t t l r r ' l - ( l ! ' ( ) L ' 5 ct l t r t r l ; L
rnode, bLocker cloors seal of f the fan
c:<i l'-, an<l tirc sleevc tnoves Lo expose tltc
tire fan air.
cascade vanes whi-ch redirect
t.hc c.escade turnIn some installat.ions.
j.rrg vanes arc used in conjuction
wil-h a
exltaust
clanrshell to reverse the turbine
gases. Both the cascade and the clamshell are located forward of the turbine
exlrarrsL nozzLe. The clanrshell covers t.he
t-rrr:l.rine cascadc during for:ward thrust
oper:ation . For reverse EhrusL ' i,he clam-

sltell moves afL blocking the flow of

exlraust. gases and exposing the cascade
v ' : r n es e n a b I i n q t h e e x h a u s t f ] o w t o b e
r:r:direcl-ed.

1 t-'
T,*o"'

'/'.*1"(

t F'/

r' Lu-o* \/ '' |'^-'

li

i')

; 1 . ; i : 1.*i cr'
ii

Nepat

sl

EEIAttirlines

F'owerPlant

71 - 8'0

cHne,
[:l'[

.iHRUST
ItEVEii:;i

IC
SCIIEi'1,\T
I IIR.I}ST
]tIVERSER

(\
.\\,\\\\\.,

STo,.pe d,

E=,,

D e P L e 'cr A

v ?---

'-1//,//t'/1

tr./

r,ocl(

\/

v'
v

r\CTUATOR

I . i Y D R A U LO. IRC
I t:
PI'I5UI1AT
F'R[SSUtti

THRUS'lF0ltl/IARD
\,\\\\\.\
t
,r.

xl

DOOR
ACTU/\TORS

L-. /-'

SE:LECTOll
V,qLVE

REIURi{ OR
Ai'18
I tfiT

l t ' : . . . , , c . ( .) ' ,

I'e,: ol {;ac z

r-

r',
!'/ (- *-^

'l-.,'

i l. -.

P.L t'r.,l.i'U

P0:)lTi0:i
- -

- ^ ^

a . l

FL i u u H u r '
h^- C c v Po l)' r'''*' z'''

T lo,.-"-

\x*f
R E V E R :TJ IE] R U SL] E V E R

l|r* v

rlvir"' |2ty

PowerPlant
orne,[J[

t
i

71 - BO

STOl,lEDTHRUST
FORHARD
P OiST I O N

'i{

t\

y A l t { G i U R F A C Ef 0 q
RrR Or ^tRce^FI x^cELLt

i\
-

B U C x EC
TU^RO

li

II
ll
It

ll
it
it
it
i!

It !I
II

I1 'xi
r , ,r !

r'

i. ,t nr

,l

tq
ra
It

tt\';

17, t'tv;,,r Ly l, ,-:\r

il
If,

L.{1O{ ^ClU^IO

ti

ti

lii

C L A I ' I S H ED
LO
L ORS

EXTENDEDPOSI T i O N
RTVERSE
a

I Reverser
Clarrstiel
ar(l ofLi:n usecl at,,ll,rr:lsi-icll reversers
oJ' tht-: engi-ne ' In
exhaust
:-irt turi-.ine
' .i i e f o r i v a r d
or stot'ted positi-on
thrust
<loors are fortni nr;
I ire t-irrusL revcrser
no;:zItr ' Nlovi-ng Lo
e
:
'
.
i
r
a
u
s
L
L
l
r
c
i.'rr t. of
or cltlPloyeo position
thrust'
t:lt,-i reverse
doors open and Eorm a clatnLhe reverser
one noz'z'le diarnet'er
approximat-eIy
slrr.lI
nozzle'
e
ngirle exh'rust
t
h
e
o
f
r
e
a
r
to Llre
b'1r't'lrc clamshell
doors arc a Lurninq
g
a
s
cs
rir-'r in ttrc path of thc exhaust-

in a
a r - r c ls ' e r v e t o d j . r e c t t i r e g a s s E r e a n r
j
e
t
L
hrusi
t
h
e
E
h
a
t
so
forward direction
I
d
e
a
l
l
y
'
motion'
oPposes tlre aircrafL
in a cornpler-e
qo= should be directed
til
noL 5"'l:';sib1':
i
s
I
L
ly forvrarrl clirecti-on'
m
a
inly for
t
h
i
s
'
lrowever, to actrieve

aerodynarnic reasons, andmgd*peharge

angr,lemof;sappYoximaf e:b@4ts'de"grees{:;i5
jsJlgqg$"t

PtlcE 22t\

l]ower Plant
i 4 t - . 1 - l i cod1s' I i L l t r p r e si sn g N o ls e
'l'lt,:

rr;ajor source of noise orr the;>ure

j,'t. cng ine anii Iow by-pass
rat j-o e:ngine
i!: Llrtt exltaust. jct
trnd this
can ber r,:rluccd bi' incrc as'lng f.lre mixlng
rat:e r:f
llr,'(1,:lsoS !!i.t:l: t:ite tiLrntsi>hc,re- Thj-S is
r ' ,l r i . , - : v c d b y i n c r e . r s : L n g
Lltc cont:act: a.rea
cl
t.ire at.rtrosphere w::th the gas str:ealn
l r r , . 'r r s i r r q ; a p r c p e j . l i r r g
nozzLe ir:cor.po.railil'l .l rr,_)lsesup[)res;so.r.
'l'lrr:
no i s(l sunpres;sor: i;s sinrply an en<7ine
i;r r I L)i.p,l (cxlraus;t clrrct) cf specieLl <:cnLrlr.! L',rl:j-r:n, BecaLlse it. is a charac;te::ist . ic o f I ( ) ! v - f r e q u e n c ) '
(like
noise
t:hai:
r . ri : : r c i i r' ' c d b y j e t r n gj . n e e x h a u s t
gas;es )
:'r tr:\;e.L scrne disterncr: at a relai:ive-,J_y
I r,;li vqrlumt: r:f f cct- j.ve
,
troise reducti<>n
:,)r,l
tu::bojeL must be ac,rieved by.r<:vi_
. ;.t r ulr,: r:oise patt.rn anri by changing
'.ir,-, i:-i:rtt:en,lV Of
the: nOiSr: emitted. b1r
' . :: l,'. 'll:e ito j{} :-:upDressor ill
. ' r i - r : , t r ) 1r, r s e a r :
either
of corrugated
or
,ti',II ii:rr'.r'.r/Lobe typeBot.h types brea].:
r : i , l i l , . s i r r c l. i . t : , u l ; .irn j c t : c : < l r a r r s t i n { _ o a
i r j i : 1 )i lr t i , -c - r i . s r n a l l e r
j e t - s ;t r e a t n s I i t i i r e c c , i : L - l l g a L e d n o z z 1 . e, a t : a o s p h e r i c :
.ri i' f ,-o,..,'s:,
o<tr.;i'r the outs;ide
crlrrugations
.rilri irric thct e:<haust jert to pronote
r , r r r i r i r i r i . ,j._; r r r ; . I t r l _ h e l c , i l e - t _ y l , ) e n o z z l c : ,
t -i r i : r : . * : l t a r:_r L
r Ealies are c.ivi_cleri t,r f Ior,,
i i r i - o r . r , : r l tt f r c l o i : e s
an.: a sitral.L c:ntr.l1.
lrr);;:I,:'. 'Ihis; fornrs a nurnbc:r t>f separa.Le
i l x l r . , l i . : :t _ j e L . r ; t i r a t
rapii
ly nri:< with
tlr,e
, i i ) ' c ) r 'l L
-::aincrd by' the suppr:es:;or lobes.
l'ire shal:e oI: Ltre supp:essc)r:lnc:reases
1 ' - l i r l1 - . c t a L p r : r r i n t e t { 3 r c f t h c r n o z z . L e a r e a ,
ui:i rcduces
the: s.Lze cf
tfre eid.Les
r : r ' r : , 1[ e t c i a s t . h e g a j i e s a r e i t i s c h a ; : g r e r i
to
r.l:r, i-'i:en air'.
1 1 1 g 1 1 s 1 r 1 7E
hhe: tota.L n(f ise
, : r r r .r ' ! i ' r e r l a i n s u n r : h a r r g e d ,
ther f;:eqr:enc7
i:'r r-,rj.scd ccnsi.dc::abLy.
T.'lrc s;ize o.[ l_he
r.rjrli.r5 sclles
ilown I.Lncar:Iy vritir tl-ie
s i;e: of hlte exliau:;t
r;tream - .llhis; hilS twc,
, ' f 1 :r . c t s .
iiirst-,
tire <:h.rnge irr fr:eqr:ency
ri;arr IruL s,ftne of tire rroise
dbove the
, i r ; r ii l . ' i 1 i t ; ' r a n g e < l f l : l r e h u n t a r , e ; r r , a n d ,
::{'((rn!ll}/, lri.r;lr frequt:ncies
wi.t.hj-n the
. r u t l r b . l . - - -r , ; l r ) g e , w h j - I e p e r h a p s
more <rnnoy_
lng,
ar.e rnore highly
att-enuat.ed by aLr r i o s J . r i rrc: i c a b s o r p t j , o n t l - r , r n a r e l o w l : r e r l r r t ) n ci , r 3 s . T h u s ,
tl're rtoi:se IeveI
is Iess
.rrrrl l-lrr: fall-off
i.n i.ntr_'nsiLy is; gr:eacer,
,rl. alty given
distancer
f::orn the a.ircraft.

De{rp,:orrucat:,on:; or Iobe:s (li-.-= il crc};ie r n o i s e r e d u c t i r 3 n , b u t L h e p - : : a i t . ie : ;

in<:ur.red limit
the cepth of L:-.e cc.rrugal:ic:rs or lobes anC the si:ze 3f tl:e
su!)or{?ssor. For instance, t() a=:'t__e'.-e
t h r - ' r r : q u i r e d n o z : z I e a r e a , t < ) c - . - e t : a 'I
diame:er cf tfre :;uppresser rnai- have t:c
be inr:reased s;o rnuch that: e:<ce=s:ive ci:acr
re:;ul:s.
A nozzi{: may be ce:;ic::.e<l t.c
g i r r e ; r l a r g e r : e C r r c t i - o n i r r n o i - s e l - e ' , - e l _,
but: tiris cculci incur a ce:rs:LCe=.al>1e
w e : - g h 1 :p e n a l t i ' d r r e t . o t . h e a < j d : : i o n a l _
sir:enc:thening re<;uired. ir conic:trrj.-?
th;it ryives a not:Lceable reduc:- on :i.r
n o . : - s el e v e l w l t h t - h e I e a g t : ; a c = i i l i c e
ci
enqinr: thrust or ad,jitiorr oj: x=.qhi
.!-:
the:rfctre the iles:Lqn,:r's aim.
In the: hi.;h bv'-p;rss ratic, enql:-_,r i;:-,i: -:
sirrgj-t: sL.Jge fan wiiirout. in,-eC::uir.:
v a r r e s " t h e p r e , C o n i n , r n t s c u r c e s ; : o v e . : r ii : , c .
ther orrer;rl1 tct.ar- n<tise leve:l =:ret l_:tr,
f ar:, and :u rc in e . I f the f an sp,=::il c.,r, .:c
rei.uceld without
l.os:; of tilnls:,
t.he:: L...e
e n g i n e r n < > j - s el e v e l r v i l l b e r e i . . - : - - e r -d
U n l i k e a t . u r b c j e L , t h e p r i m e r r . . j : : r : h a : : s r- .
gases cli:;chargeclb7 a turbcfan:lr.e:ic,i_
trsual).y Lite princ;ipal
sou:rcrci c,bjr:.c.;(rliien co;rpa:eii .,^i::::
i o n a l - . 1 . . en c i s e .
a
t u r . b o ' j e L , a t . r , r r b r > f a nv e r s ; i o n c . . i _ h e : ; a : . : l
enctint: will be qrrieter ciurrinq =:i-.ccii:.
llrtr-inrr

i-na

-r'imlr.r"F

F^1

1-.!'.i'.-

t h c : n < > i s e, a s h e i l r d f r o m - , h i : g : : : r r n i , r : a j .
b e r e r i u c e d e v e r n r n o r e . T i ' r e rn r > i s = - - e ' . - = . t _
p r o o u < : e d b i r a r r f i i n - t . y p e e : n g : i _ n e: s i : : ; s ,
chj.ef--y cecaus;e i:he e:<hauts-u
ga= \:eilc : - i , j . e : ; e j e c t e c i a L t n e e x i l a u : ; t - = : - - 2 1e c :
tht, b;rsi: engi.ne are slo'n'er th=:
th,:,:;e
f or a turbo jeL o:l c,rmpare.ci\/e =:::e . I:a:,
e t r c irn e l s r e c i u i r e i 1 l t r g e r
tu::bi:-_.: tc 5>r:victe ;rddit-ian.'L pow,3r to dr:Lr.'e :;re :cri",.
l . ' h e ,l a r g , : L u r L r i n e : , , a h i c h u s u a l : - r h a s a : .
adciit.:-on,:l
rvr u
a lanu^ u
;

i _ \ _ .t s/ ,. ,

^F

oL

turbine
FL^

cr.e

stage,

(. -l -a^S^ ^, f S

--;

anC.

rt:du:.=s;
!l-^--

CIfef

t.::r:

=:a)f

rec.ucers the nc'isr: produced, be=,:trse

e x l - , a u st;- ( l a s n O i s e i s p r o S : , 9 r L i c c , : l _ t , :
exl-.aus;t rTas ve:Ior:it'g.
For Lhis reasc,n, t.u.rbojet.-type iroisis
supprrss{)rs at. tire rear c'f l:he.3ngi,icl
ar:c, nc)f rrsuall.y f ound on tur:bof::ns -

y1y1s;2?9

1W Nepal
e+ffiAirlines

PowerPlant
cnae'[J[
- Nots,

C O R R T J G A I DN O Z Z t . E - t { , ! h n i l x r ^ Ur r r e .

ROUCED NOISE LEVEL

71 - BO

"&l Ne,pal
IEtYAlirllines

Fow'erPlant

cn,re:,['f'[ 71 - BC]

S ( J U NI )

sr/f,l rn E
sstrl r,r
1\

{+
//'

-{_l
*-1J

f-t
hrn-#
uIilli

\{rj

L;

SOUND
SUPPBETSSIOT\l

'\rrot ,i,'I: rllrL

t i r , . : , . io J . ; r c l r L c v i n g

neiser sllpg1-1,;ine
; r v - E9:1 . : , j . g , iJ.1r a h r q i t b ; - p c t s s
rat.io
i : : l r ' , - L i t c r r . l s e o f n c r i s e a . l s o r - b i n g r n aj : e r i;rl in cert ain are,as of Lhe e,ngi.ne, The
1 1 , ; , ; 1 1 - i - ' r 3I ;i .1nt i - n g n c ' r ' r r ; r L l y ' c o n s i s t . s < t f a

lr{)r.()rrs :;kin witlt

a l t c r n c y , _ - o r n bt a c k i n r ; ,
; ; ; 11 1 1 1 1 i ' i i n : ; i d : . l t _ h c -r _ - r r c l i . t tc' -l u: c t s . T l t t :
, r c 1 - ) u : ; t - i r :p a o p J r l _ i c s
. : 1 : L lr c s k i n . r . n c i t l r e
l r , r r ; l .l r . n g a r { t c t r e f r _ r I L y m a t c i t e d t o t n r :
, n - r t - , . 1 L - i e ' r r ) l - L i t e n c ,i s . . : f r : r o p t i r n u , m t ; u p :'i-1)s:;ir-)it. 'tlrct ctisac,"'ar)tar]e of the u:;e
, - r r l - i r i : , : r n e l _ h o , , ol i r r o i : ; e 1 3 u D p r e s s i o n i s
rir,rl iL iiri--urs a si i.giiL i_ncrease in
' . . ' , ' t , J l l l ' .c r o u [ ) ] . e r i w i . L l t a s l . . l g h t
incre.r:;c
; r r f : r t .i . _ . o r ) : _ ; u r ri ,) rl r- tr ,L

DE T{A\IILIA.NDAIRCMITT LII'TITED
S!:RVICE TRAININ(; SCH()OI.

CO}.1PR['SSOR
S:IAL,L
Compresso:: s;calI is a m:Lxture of many comple>rand dlfflcult-ro-'urndereE&Did
to explerl.n. 8ofine
phenomerna. Howelrer, lE 1s Ehe lnCent of' tlnls u'rlte-up
o f r h e p h , e n o m e n al n , n o n - t . e c h n l c a l . c e r m s . l ! { e e d l . e s s E o 8 a y , r h e e r l n p l L flcaEions arrd an,r'i."gies enrployr:d musE nc,c'be lnEerpreEedl aB Ehe flnel
explanartir:n, buE should be used 6s e Btepptngst.one Eo rtore comprl.ex
and exE.ct e):planirtlons
In orderr rto prodrrce hlgh-output
englnea wlch surperLor fuiel consturipcl-on arrd::aprid ar:celeraLlon chetrscterlstlcs,
le le necessary tcr
o p e r a E e r 8 1 3c l o s e E c E h e s t a l l
r:eg;lon a8 pogsJlbl.e.
: c : s u s e r Jb y . c o r n p r e s s o r s t a l l
on' tlne me.chani-cal partlt I'arLeg
lTTchoen s i ddear an ba lg) ,' w
lth
dlffer:enc engln,e deslgns.
Th,erefore, lt ls fe,lt
Ehac a dlsctrsslon of cornpressor stall
at. clhis t.lme te needed to
relleve
anxi.eEl-errthac cnay develop when chLe ph,enor[nonle experlenced
b y f i e l . d p e r s o n n r r l b e c a u s e e : n g l - n e d a r r u r g eL e v e r y u n l l l l e l y
to occur,
when proper corrr:ctive actlo:n i-s taken
c , f 4 1 1 . , l e E u s ' u n c l e r s t , a n c tt h a L s C a l l , s u r g e , o r p u l e a L : L o n ,
First
a s i c l s s l s ; o c a . L l e $ , l r i n o t a p h , e n o m e n o np e g : u l . l a r L o a n y o n e
p a r E l c u l a : : b r r a n d o f ' e : r g J - n eo ' r e n g l n e E y p e . o n E h e c o n E r a r y , i t :
nay occur on any englne lf crcoclltione are rtght
for lC.
Even the
coimpressore used for I carEtn.g Ehel large englne fr:eclurencl;y
888 turbine
encounter scell as th,ey accelerate
up co operat.tng npered. In che
, PaBt, aca.Ll hae been encounLererd on tleo-sErrge or Eu::bo-superchcrrged
plsron engirree, 8o rhere lg no need to lool< upon lc ae some rny6rterLorun
product o:[ t.he currenE j er alge.
8r e rarlllla::
v)lEn l)ac:ktrrLng of ::eclprocactng
l'r..r,"nrcs
englrreS: wher,e
.'-:ny nunrber: c,f mechani,:al. defrects such ee brrd spark pltrgs,
lean car-

b u r e t l o n , o r s c i c k l n g v a l v e s c r n r e s u l l t i n e r r g i n e b a c k f l r l ' n g . , S f u o l - l i alr.:y
for Eurbine en,ginea, nal.nEen,ilnce
and liteld conditions ean lnf luence
c ! . c o r n P ! e s s o r s t a l l p r o b l e m a p , p r e c l a t r l y . T f r e c o n d : L r l . o na i n d. a i i J u a t i l r g n t l
o f s u c h c o m p o D e n t Ba s t h e ' f u , e l c o n t : r o l , o v e r t r o a r d a l r b l e e d e , , e t c . , : [ o
o f v t t a l J . m p o r t a n c ei r r n u t n E r a i n i n g s t a l l - f : : e e r o p e r a E L o n .
I n g e n e r a J , , E h e t e h a s b e r e nl e s s s c a l l

of htgLr intensity

on centrifu;3ri,i.

tyPes than axl,gl cyperr. The::e are se\/eral reraBons :[or chle, burE
p r o b a b l y t h e o r n e h a v i n g E h e B r , a C e s Et r e a r l n g l e c h e f a c E t f t a t t . h e
j eE englnes operat aE much lower preBsure raElos t.han
centrlfugal
| 'the axlal
cypes.
The conatanc demand for more t,h:ruot, ape,clflce,
C) |
rL
htgher air: spe,eda, and altlcudes
has trroadened t.he range over u'hLch
:':
Fhe engl-ne rrusE operalle and, consequenEly, rnade chem more vulnerable
co scaII.
Therr, coo, tbre fact, thaE cencrlfugal
cype englnee uauaLly
ere fed fr:om' a p).enum chambcr h,elpa oyercome-alrciaf,t
ducC ahortco,q!rr",:
The fnllor.rlng d{acues.:Lons 'wltl be cpn!:lned co Ehe ax{*i,l" type
;-a,+i:
Jrt

#2

C O M P R E S S O RS T A L L

Compressorscall {e very much ltke alrcrafc wing stall, and compreasor

b l a d e s m o y b e c h o u ' g . h co f a s m l n i - a c u r e w l n g e . T h t s a n a l o g y l s n o c a g
easlly seen when one conslders chaE the angle of accack can be readtly
w{ng, as in a pull-up, but the rocatlng
changed for the alrcraft
phystcally flxed ln lcs hub. Accually,
r
e
m
a
l
n
s
b
l
a
d
e
compressor
the effeccive angle of atEack of Lhe compressor blade changes and
remal-n
che apparint or mechanlcal angle of accack w111 always
(
S
ee
Thls variaELon of the effectlve angle of aEEack,
fixed,
Ftgure I ), ls che prlme conslderaElon when dlscussing cornpreEsor
tllueEraces
Now, leE us see how Ehis comes about. Figure I
stall.
p
o
s
l
t
l
on on a
g
{
v
e
n
o
r
o
f
a
t
t
a
c
k
a
L
e
c
h
o
s
e
n
a
n
g
l
e
thls effectlve
roCaElng compressor blade eC someoperaElng condlElon. Thle effect
is s l m i l a r E o w a cch l n g ch e 8 no!, fall fr om a slde r r lndon tn e mov tng
However, Ehe forward
The enow ls aeEually falling verElcally.
car.
r
n
o
E
lonof Ehe snolt,
w
t
t
h
t
h
e
c
o
u
p
l
e
d
v
e
r
E
l
c
a
l
motlon of the cer,
glves che lmpresslon Ehet the snoetle falllng aE an angle by Ehe
T h L e d l r e c c l o n o f s n o r d f a l l l s s y n o n y m o u aw l t h t h e r e s u l t a n t
c8r.
referred to below;
{

,l

s e c t l o n l s r n a d eu p o f t w o v a r l a b l e e :
The trlangle beslde the alrfoll
o
c
c
u
r
s
A
l
o
ng the axle of the englne; and rpm
w
h
i
c
h
that is alr flow
a blade velocicy acEing perpendlcu.lar co the axla
whlch repreeents
F
o
r a glven alr flow and rpm, there can be only onc
of Che englne.
resulEant whlch le flxed ln both amount and dLrectlon, and rhereby
definee .the effecELve 8n81e of attack.
q r a x t n u i oa n g l e o f a E E a c k t c w t l l
le llmlced
to.'i
Ever! airfoll
W tr en chte angle of
E o l e r a E e u n d e r a g l ve n o p ra tlng condl' tton.
gEalle. Aa wlCh Ehe wlng etall
aEgack ls .exceeded, Ehe alrfoll
the alr beparacea from che alrfotl
experlenced ln ine alrcraft,
secElon. Wlth Chle eeparaElon, the Itfc 1r greatly reduced on
t he w - L n g .
A l rI l o r
..$'

erl o

(;

?
l'-

Dlrccllon Of Air

F o l r t n gT h r o u g h
Thr Englnr

Flg,
"l

^,^t
i - v

ar.1

! \ ' \ /

Pane a

\-,-

RPM
( E f f r c to ?
R o i o t l o no f
T h r B l o d r)

L schematlc Dlagram of Axlal

0lrcctlon
ot'
Ro l o l l o n

Cornprceeor Bla.da

CIOMPRI'SSORSTAL,L

ht3

In the coalpreasor, thle loae of llf c le evldencedi as rr loee ln

\flre8oure ratlo and, Ehe::efore, a redu,cElon ln preaaure level ac
ahowe how chts angle of atteck
F l g r . 1 l e rl L
the compressior dj-scharge.
ls varled.
In Flgure ll
, the al.r fl,cw hae decreased for a glven
rpm (doCced llnes) whlch cauEes che angl-e of arEs.ck Eo l.ncreilse.
Ehe alr fotl stalle.
W h e n c h i e d e r c r e a B e i n a : L r f I o w b e r c o m e sc r l c l c a ) - ,
reducclon of PresaureB
t.here ls a relatlve
When che alr fotl scalIs,
wichln the c:ompr{tss;or. Recovery from compreg6or scalla le c}ne
resulc of tbre pressures reduclng wichln the englne, chereby perml.rtl{rg
m o r e a l r f l o w w h : L c h r ,I n t u r n , d e c r e a s e s t h e a n g l e r o f a c t a c k , a l - I o u ' l n g
t h e c o m p r e s s ; o r f t r r 4 b c o v r e rn o r m a l o p e r a C l o n , . T h e r r , l f C t r e s a m e I c , s r
air flow condition pers:[sts whlctr caused the f:LrsE sEirl]. (no ctrange
ln operaEln6; con<llclons.), Ehe cycle wlllL be repeetEed.
Now we are ready to app Ly Chls cond.iElon c,f lotr alr
r P m c o t h e ; i c r - u a . Lc o n d i E l - o n s w h l c h m a y c a L r s e l - r : .

f Low f or

a gI-v'en

D u r l n g a c c e l . e r a c : L o n ,c o m p r e E s o r s C a l l m a y b e e n c b u n t e r e d d u e E o
F' or l- nstance, llf the :Eue l l .
f u e r l sch e cl u l tn l g to th e tlur ner .
fr , pt oi"r
l s t o o h l g h , re mp e :ra E u re ancl pr essr Jr er l- n Ehe bur ner : br comtr l - g;her
?f t "
t h a n t h a E f g r w h : L c i r ' c h ed r : s i g n e r s p , l a n n e d , t h e : r e b y c a u s : L n ga; b n o r s r e r l .
b a c k p r e s s u r e o n C t r e c o m P r : e e e o r . I ' h t s d e c r 8 8 , P 8E h e a t : : f : l o w , f o r : a
g l v e n r p n r ( i . l l u s E r a t e d l n F l g u r " f ! ) w h r l c h l - n c r e a s e a E l ' l ee f f i c r t - r ' e r
:
i n g t e o i a r r a c k 6 e y o n d E h r : a . I r f o I l ' e c r l t J - c a l a r g ;l e ' o f s E c a c k - a n d
f low
csuses Ehe alr fotl secElon t.o stall. wtth the result tha E erlr
r e v e r s e s f o r 8 . n l n s t a n E i n t h e c o m p r e g S o ra n d P r e s s u r e S 8 r ' e S r e s t l - ) ' '
f lou""
r e d u c e d . H o w e r v e r ,l C . 1 s n e C : e s s a r y E h a t t h e a c c e . [ e i a t l o n f u e l
Le malntalnr:d as htgh, as Posislble l-n ofder: that the'beeL englne
I
Lcceleration ratet iuy be obtalned., Ther*:fore, ehere m'u8f be
ttite
c : o m p r o m l s i be e C w e e na c c e l e r a t i o n r a t e a n d c o m p r e s i s o r s t a l l "
cono
p
e
r
a
t
i
r
r
g
r e q u l r e s E h s E a r r a r g i . n b e p l ' o v i d e d b e E w e e n" " t t ' t l
scherJr:l:-:Lng.
c l i t i o n s e r n d s c a l l r ^ , h j . c hc , a n b e d o n e b y m e a n s o f f u e l c o n E r o l

A i r fl o r
Dlrrclloa

of
Il o a
Roto

np[r
0 l r o c fl o n C ) lA l r

------lrP o s s i n gT h r o u g h
The En,Sinc

, Fl-g.

1I

S i c h e m a t l - e D 1 8 { q I ' a ' l r lo f

, \ x 1 . a I C(fmpre I I or BL ade

,1

C O M P R E S S OSRT A L L
r yr y trnn
$ g ; 1 r . , : vvi il r

oL"rlP' :e1n o1r :r :l 6

sseev v
e rei Er y' c
t Yl d

onr,,i:iporclonof
oll"r

\t,:,"t r: w
: :":s1- ""- -: . : : : r : t : :

1 lnvolves
)f

8n

enElf

1 ""q:1,? lliti:.i:::'::;n:::'*o"n-o'-'ilr'"
:.::::'"I":ioir::
:'"!l:':"'
:lil*te
i:::i.lii':::l$,;*;l:::"lll}
ill;;:"ii.'
:"*l::.^l'::;I"!t:!'l?::l:':l::li{:
,'
"."o*iliffi;;-"I
".,it|
;:'l::i
*:;";:':::::::":::li:
i:llt::F:::ii::t.ki.f i::":::i':'
i:*
rt:::;":;:.:'i:'l':::r:l:t,":ll,F
;::l":n:i
o
*:"*x::1""::::":?
{
-;;-"""'''
"
";ii::::,:x::1:}"::i""::':;
:
::
.lo
ii
inlec' ""'
C O f $ 1 ; '' $ $ O ! '

I: n c l p i e n c

gEarr

rtrdv Y! vveY

lnd) ;

e.c '

::i::", ii{:ll::il-:l:::I :::;i;:' ::'

:?:-i"i:
arr
.i'"
::;
ar che
;:
f.'.1'"':ff"::ti:'l;:"0;:::'":i;";,

condl"tionat
theae atell
che-nadure of some of
s
e
e
n
h
a
v
e
w
e
i
n
C
h
a
E
che tenstcy of
Non
io to avold or dtntnl-ah

one r*ourd '"yl'im't"t !"1..r- A slmpre 8n8:.e.T.:.

chese compr""lor";;;lis?"

AlwayaEreaEthepowerleverwlthresPecE.Noerretl'c@VBr:|8.
of at'all?" '
"Hoet do I gec ouE
The nexc questlon'
(-

SlovlyrecardthePowerLeverunEllIDLEPor,erLeverPosi.clon
le sEtalned
Never allfir
noEed' stopcock-the englne'
eclll
l
s
s
c
a
l
l
of the
lf compressor
ouc by che-manuiacturer
c
a
l
l
e
d
r
h
o
e
e
e
x
c
e
e
d
rhg englne.
E . e r n p e r a E u r " " -a o
off che fuer eupply Eo
po"rilie-shuE
w
h
e
n
A
r
w
a
y
s
englne.
la very
conpressor blade erall
in the beginning,
o
u
c
w
a
s
.
b
r
o
u
g
h
c
As
alrplane stall sltuac'on can

rtre
simLlar to alrplane wlng "c.It.
excePt that in 8ome cs8e8
r
h
e
.
"
;
;
;
;
;
"
o
r
E
o
a
p
p
t
t
e
d
b
e
also
coEPreasor
o v e r l o" b: 1dlet d 8 0 a 3 c o . c a u s e
che coqpressor blade, "".-L.
turblne
o r c a u s e c e m P e r s E u r e gl n ^ E h e
f
a
l
l
u
r
e
'
s
E
r
u
c
c
u
r
a
l
blade
."r, teeult ln b.urned curbtne ParEs'
seccion co ;;-;;"eeded
"nfcf,
whlch

T h e e n g l n e r e a c E l o n c o o v e r l o a d l n g o a y b e f l a m e - oEuht a
t eors a l b l l l c y
efp
However'
tay U"-tt"otplished'
reltghc
celDPeraturlng.i."-engl-neduringchescalledcondlelonts
accion-14 noE caken'
tf correctlve

- 3 C ; -J r
'i.e 1l

of Ov!-

poaelble