Turbofan PW 400 Engine - Research Paper Example

Turbofan PW 400 Engine Insert your name here Insert Grade Course Insert Tutor’s Name Data of submission 1.0. Technology Background Investigation 1.1. The working of the Turbofan Thermal engines work using on the basis of the thermal energy conversion into work. The exact process happening at the combustion chamber applies the Newton’s principle in the Third Law of motion that states that for every action, there must be an equal and opposite reaction. The propulsion of a turbo engine incorporates the turbine, the propelling nozzles, the compressor and the combustion chamber (Judge et al. 1970). The whole process of energy production starts with the sucking up of air by the fans into the engine. These parts operate as a single unit that gives an orderly process from the entry of air until the time it leaves the engine. These parts each perform a single activity even though others can perform multiple functions as outlined below. The process commence with entry of air into the engine by being pumped into the engine. The engine is thus starts its function by moving the air from one chamber into the next until it reaches the nozzle for release that would in turn release a thrust in the opposite direction. This thrust would in turn create a force required to propel the engine. The air sucked in by the fans follows two channels. A portion of the sucked air goes through the compression chamber to facilitate the combustion and provide the final thrust required to propel the engine. The other portion of the air is taken up through core of the engine to cool the engine, it also mask the noise generated by the exhaust part of the engine (Walsh et Fletcher, 2004). It also provides additional part of the air required to act on the opposite direction in generation of the thrust to propel forward the engine. The air that goes through the combustion channel is first taken up by the compressors. The compressor is designed with spinning blades that stream through the engine in a parallel direction to engine’s shaft. This is termed axial flow of air. The blades of the compressors are decreasing in size for each set thus allowing for addition of more energy further compressing the air (Mattingl, 2016). The compressors also have within them a stator, also referred to as vanes, which transform the moving air into a static energy that increases the pressure and directs the flow of air. In the combustion chamber, the air form the compressors are mixed with fuel then ignited. The mixing of the air and the fuel is possible by the activity of the dome and the swirler that creates turbulence to the air flow permitting random mixing. The ignition is made possible by the diffuser of the combustor that slows down the air flow and the sparks in the liner, where the actual combustion takes place, which lights the fire. The igniter is then turned off though it can also be used as a backup in bad weather (Walsh and Fletcher 2004). The air then leaves the combustion chamber for the turbine. The turbine is fixed with blades which as the hot ignited air flows over, the spinning of the fans occurs further sucking in more air. The air is then passed to the nozzle. The opposite and equal reaction that is needed for the forward thrust is generated from this chamber. The combusted air thus is released towards the opposite side permitting a forward thrust that allows movement in the forward direction (Hall 2009). Therefore, the main principle behind the working of the turbofan involve drawing in air, feeding it into the compressors, combusted, ignited, then released generating the opposite force that permit the forward movement. A simple presentation of the four parts is provided in the picture below. The thrust is indirectly proportional to the velocity. This is as outlined by the equation below. The thrust also varies with the altitude as provided for by the equation below. However, the net thrust of the turbo engine is given by the equation below. F = m 2.0. Description of the trend and needs The available ordinary jets release approximately 705 million tons of carbon dioxide into the atmosphere. This accounts for 2% of the total environmental hazards that contributes to the global warming. The greater impact that lies therein is the dangers to the greenhouse as a result of the release of the air high into the atmosphere which is likely to deplete the ozone layer. This therefore points out to the dire need to abate the environmentally hazard engines to embrace the engines that do not release carbon into the atmosphere (Anon 2017). The answer to this is the power jets that are technologically advanced Introduction of engines with the biofuels has not been feasible thus the need to embrace the technology. Generation of the thrust is much easier by accelerating a large mass of air into the fans for propulsion. It is designed in a way that allows for reduction in the FPR thus increasing the mass flow and maintaining the thrust. It has an axial compressor that has multiple rotors and stator arranged to enable them increase the pressure and the temperature (Skybrary 2017). With regard to the environment, additionally, the turbofan engine has a mechanism of reducing the noise into the atmosphere. The inlet air around the core of the engine achieves high propulsive efficiency as the turbofan engine bypasses a substantial amount of air. It has a mixed flow, where the hot gases from the core are mixed with the ducted fan air before being discharged through a common nozzle, resulting in lower fan noise and overall reduced engine noise (Anon 2017). The noise normally produced rapidly during the take-off moments is also limited by the use of acoustic liners that are fitted in the nacelle thus dampening the noise produced. In reducing the noise, the operational focus on the engine should be considered. Technologically there is need to create fans that rotate slower to reduce the fuel consumption. Though the answer has been involving the use of fans that rotate slowly, the problem is the weight of the fans thus necessitating improvement into the technology. The engine is designed with fewer parts, up to 54% lesser than the original engines (Lynn et al. 2017). This makes it easier building the engine in terms of resources and in the interest of time. The engine is able to function with simpler parts, lesser maintenance in terms of production and handling, thus allowing for efficient management and lesser assembly time. The number of blades required to pressurize the air and suck in more air is reduced from 116 turbine blades to 48 blades. The operation of the engine is faster by 27% providing for increased efficiency. Higher efficiency is also a result of the advanced cooling technology used in the high-pressure turbine blades operating at temperatures over 2000 degree Fahrenheit (Klees 1974). Economically, the engine is able to perform the same function as the older developed engines with a 54% reduction of the functioning parts. The activities of the parts have been harmonized with a part being able to perform more than two functions in the propulsion of the engine. This saves on the cost of purchasing the parts. Another favourable design is the expense spent to purchase the 46% parts. They can be acquired at 25% lesser cost. 3.0. Essential information The new design for the of the engine has a specific thrust that can be obtained from the formula, Its fuel consumption can be obtained from the formula, Where: T : thrust is the force needed to sustain flight We assume Trust = Drag for calculation purposes in this report. : Total air mass flow rate. : Mass flow rate of core air : Mass flow rate of bypass air : Mass flow rate of fuel f : Fuel to air ratio f = / B : Bypass Ratio (BPR) B = / The data gathered indicated during the flight tests indicates that thrust would range from 50,000 and 90, 000 pounds. The Fan pressure ratio (FRP) of the engine if reduced would result into a more proficient propulsive energy by decreasing the ratio of the exhaust velocity to that of the stream velocity. As such the main generator produces a certain rate of fuel consumption with the speed in circumstances that do not have a bypass flow. The Fan Pressure Ratio, FPR can therefore be calculated by (Mattingl, 2016), The overall pressure ratio is given by, Relative mach number is given by, And a graph of pressure ratio vs. the Mach number would be as below Dimensional mass flow is given by, (3) The stagnation temperature, the density ratio with the engine is, (Kerrebrocks 1992) The engine is better compared to the specifications of a similar engine in terms of performance. The literature reveals the following information on a similar engine outlining critical points where contrast could be made (Schaut and Zimbrick 1976). 4.0. The Advantages and the disadvantages of the propulsion technology The developed engine has an improved power-to-weight ratio thus a small weight is required to generate a large amount of power to cause the propulsion. The use of the acoustic liners in at the nozzle’s exhaust has limited effects of noise to the environment by blanketing the engines reducing the noise most so during the take-off (Liu and Sirignano 2001). The noise is also reduced by the created increased inflow of air into the engine that further cause quiet engine. This is an environmental protection measure that is able to create an atmosphere that is favourable among the people working within and around the airport. The designing of the turbine is easier as it involve the use of fewer blades this translates to relatively cheaper costs of acquisition and maintenance. The inventory financing is cheaper due to the simpler parts required to create the engine. The assembly time has also been reduced due to the reduced number of blades used and the parts involved in creating the engine. This is so due to the reduced number of parts of engines that is necessary to produce an equivalent steering force to propel the engine. The presence of the improvements in the operational parts of the engine has made it possible to have an improved energy production and an enhanced take off logistics. The engine is able to move at a faster due to its highly effective engine rotors. The engines are able to work at 27% speed faster than the JT9D engine (Anon 2017). This increased speed has enabled faster operations and enhance the movements. The engine however has short comings that limit its operation. This exists even in the presence of the adjustments that have been made to facilitate the engine’s operation. The rotors and the faster engine have made it possible to facilitate an easier operation. To facilitate the faster rotating motors’ operation, there is an equivalent need to provide more fuel into the engine to facilitate its operation. The inclusion of the faster engine rotors increases the amount of fuel consumed by the engine. This is a disadvantage as the amount of fuel required by engine is in high quantities. This would translate into increased costs of operations and maintenance. Although turbofan engines have better performance characteristics, the additional ducting (mostly of multiple shafts) and the necessity to contain heavy blades increases the complexities associated with the designing and manufacturing of the engine (Liu and Sirignano 2001). The high bypass ratio causes increase in the fan diameters, eventually leading to increase in weight of the engine whilst aerodynamically altering it in the process. This therefore points to the challenge of having a resultant heavier engine. The increased weight of the engine with the newer heavier parts that are an adjustments into the engine creates a need for having measures that could result into an overall reduction in the weight of the engine and the plane’s weight altogether. The engine is also more susceptible to debris and ice damage. The engine failure is a challenge that could lead to loss of lives. This in most cases have led to engine failure in which the pilots resort to the manual back-up that if similarly fails, the results would be up to 100% catastrophic and fatal (Hill 1992). The maximum speed of the engine is limited due to probable shockwave formation that may damage the engine parts. As the air flows through the exhaust at a supersonic velocity, due to the slight overexpansion of the nozzle the pressure is increased and the reduction in velocity raises the static temperature leading to the re-ignition of the unburned air. The shock waves may then lead to destruction of the engine parts due to increased volume of air as a result of the expansion. Huge diameters are necessary due to thrust lapse at higher speeds and thus, introduce additional drag. The drag is the force that opposes the relative movement towards the expected direction. Increased drag leads to creation of the turbulent flows that limits the motion of the airplane. The turbulent flows acts on the wings of the engine thus leading to frictional force in the opposite direction further hindering the smooth flow of the airplane. 5.0. Present the existing/potential issues and limiting The advantages of the turbofan making it preferred in the civil aircrafts are its reduced noise production, its low specific thrust and the improved consumption of fuel. The reduction in the fuel production has enabled a creation of an environmentally friendly atmosphere. The presence of carbon in the atmosphere would risk the ozone layer that would to the risks of radiation and cancer among other effects. This engine has limited carbon release thus able to meet the advancement in environment protection as a way of meeting the improvement and enhance a better environment. In an attempt to generate the low but adequate thrust, the core should be able to generate spinning force that is able to rotate the single fan. Even though this engine is designed in such to operate with a single fan, the thrust required need more energy for the rotation. This is a challenge as there is need to generate the desired pressure ratio. Another limitation is the need to have a core that can withstand an increased amount of inlets temperatures which necessitates the need to have a smaller and lighter core. In an attempt to have an increased bypass ratio of the engine, the core flow through the engine needs to be reduced. However, this would result in adding more stages to the low-pressure turbine to maintain turbine efficiency. This would require more time with an increased financial demands. Increased thermal energy production requires the need for multiple-stages of compressors with an aim of having an improved aerodynamics of the blades (Hill, 1992). This would however require the need for an additional compressor stages to facilitate the adjustment. High bypass ratio should be increased in order to give a higher performance at the runway. This is possible in the sense that a reduction in a specific thrust would result into a reduced outlet velocity increasing the thrust lapse rate. Therefore the high bypass ratio necessitates the need for an increased diameter of the fans compared to the existing fans (Liu et Sirignano, 2001). In so doing, there is an emerging challenge of increased noise production by the fans as compared to the use of low bypass turbofans. The noise is majorly due to the hot gases passing through the nozzle. 6.0. Research questions and objectives The problems that still exist and thus the need for solutions are among others the need to minimize the fuel consumption. The objective in this regard, was to design an engine that can consume little fuel and generate energy required to steer forward the engine. The existing long time to take off is tedious and there is therefore need to design an engine that would permit short time to take off. The research concern in this way is to find out whether an engine would be designed to improve on the take-off time; there is also need to have a small propulsion system and the need to reduce emission into the atmosphere. The research questions the research would be answering are among others to develop an engine that is able to take-off faster and take a shorter time to reach its maximum speed of flight (Klees 1974). To design an engine that is able to reduce fuel consumption and provide an increased efficiency of the engine. To develop an engine that is able to consume reduced quantities of energy but still able to generate the rotational energy required by the plane. To design an engine that is cheaper to construct with cheaper though effective parts, and that which would require minimal resources in maintenance and operations. To design an engine that is able to have minimal carbon dioxide emission into the atmosphere to prevent global warming by protecting the ozone layer. To develop an engine that has limited release of radiations rays during its operations that could otherwise lead to skin diseases among other problems. To develop an engine that is environmentally friendly with regards to the noise production during the flight and majorly during the take-off. To come up with an engine with fewer features such as the blades but with an ability to generate an adequate forward thrust to propel the plane (Wilson, I., 2014). Structurally, also, to develop an engine that would determine whether the multi-system fans can be replaced by a single fan scaled to achieve the desired thrust. 6.1. Technical Analysis and Discussions Probe into the results and data found in the literature for the relevant technologies and applications, and summarise the essential findings such as the trends and correlations between the design parameters and performance parameters logically derived or deduced by carefully examining and analyzing the data and information. An important consideration would be in the mass and the size of the engines well as its functioning. The data pertaining to the fuel consumption was gathered from a contractor giving details of the performance of the engine, the weights, dimensions, the noise production, the costs. To commence with the weight, the connection provide a relationship between the engine and the weight as given by the equation below. Where w is the weight, T the thrust. The existing literature is presented on the graph below. It provides the knowledge on the altitude, pilot force, air speed, flap position, pitch angle and the normal acceleration of the plane with as provided for by the engine (Hill 1992). A graphical representation of the speed of the plane is represented as above. For this particular engine, the dimensional mass flow is calculated by the formula and can be expressed as Source: Basher (2013). The parameters that could be used to study the rends involves the determinatipon of the pressure ratio, Hub-tip ratio, stage efficiency, the speed ratio, Relative Mach number, swirl parameter, degree of reaction. His provides the values for the velocity, temperature at the rotor inlet. The engine is able to generate higher velocity than the ordinary engines due to its ability to stabilize and increase the air inflow into the fans. The increased FPR ratio is important as its reduction increases the mass flow on the size of the fan conserving thrust and minimizes the quantity of fan restricted stream acceleration (Guha 2001). The rationale for deveping this engine is having a fuel limit consuming engine, ability to have an engine that is well fit to minimize the noise during the landing and take-off. The strength of the fans is able to meet the increased air supply to the parts. The minimal effect it has on the ozone layer renders it a better engine for the atmospheres (Grieffen et al. 1998). Similarly, is does not release the carbon monoxide to the atmosphere that would be otherwise harmful cause of infections among its other defects. Its application would cover the civil use, and the regular airplane uses. Suggestion into the future reports reveals that this report is not satisfactory to be implemented true to the shortcomings witnessed with it (Ciepluch 1987). The focus should be limiting the shortcomings such as a single fan efficient fan that could supply the whole engine and the numerous blades. A future research on the paper would be creation of a smaller engine. This smaller engine would create the need to create an engine with improved velocity as the engine is reduced. The need to have more compressors could be tackled in an attempt to have adequate energy generation though the engines for the thrust. References Read More

The compressors also have within them a stator, also referred to as vanes, which transform the moving air into a static energy that increases the pressure and directs the flow of air. In the combustion chamber, the air form the compressors are mixed with fuel then ignited. The mixing of the air and the fuel is possible by the activity of the dome and the swirler that creates turbulence to the air flow permitting random mixing. The ignition is made possible by the diffuser of the combustor that slows down the air flow and the sparks in the liner, where the actual combustion takes place, which lights the fire.

The igniter is then turned off though it can also be used as a backup in bad weather (Walsh and Fletcher 2004). The air then leaves the combustion chamber for the turbine. The turbine is fixed with blades which as the hot ignited air flows over, the spinning of the fans occurs further sucking in more air. The air is then passed to the nozzle. The opposite and equal reaction that is needed for the forward thrust is generated from this chamber. The combusted air thus is released towards the opposite side permitting a forward thrust that allows movement in the forward direction (Hall 2009).

Therefore, the main principle behind the working of the turbofan involve drawing in air, feeding it into the compressors, combusted, ignited, then released generating the opposite force that permit the forward movement. A simple presentation of the four parts is provided in the picture below. The thrust is indirectly proportional to the velocity. This is as outlined by the equation below. The thrust also varies with the altitude as provided for by the equation below. However, the net thrust of the turbo engine is given by the equation below. F = m 2.0.

Description of the trend and needs The available ordinary jets release approximately 705 million tons of carbon dioxide into the atmosphere. This accounts for 2% of the total environmental hazards that contributes to the global warming. The greater impact that lies therein is the dangers to the greenhouse as a result of the release of the air high into the atmosphere which is likely to deplete the ozone layer. This therefore points out to the dire need to abate the environmentally hazard engines to embrace the engines that do not release carbon into the atmosphere (Anon 2017).

The answer to this is the power jets that are technologically advanced Introduction of engines with the biofuels has not been feasible thus the need to embrace the technology. Generation of the thrust is much easier by accelerating a large mass of air into the fans for propulsion. It is designed in a way that allows for reduction in the FPR thus increasing the mass flow and maintaining the thrust. It has an axial compressor that has multiple rotors and stator arranged to enable them increase the pressure and the temperature (Skybrary 2017).

With regard to the environment, additionally, the turbofan engine has a mechanism of reducing the noise into the atmosphere. The inlet air around the core of the engine achieves high propulsive efficiency as the turbofan engine bypasses a substantial amount of air. It has a mixed flow, where the hot gases from the core are mixed with the ducted fan air before being discharged through a common nozzle, resulting in lower fan noise and overall reduced engine noise (Anon 2017). The noise normally produced rapidly during the take-off moments is also limited by the use of acoustic liners that are fitted in the nacelle thus dampening the noise produced.

In reducing the noise, the operational focus on the engine should be considered. Technologically there is need to create fans that rotate slower to reduce the fuel consumption. Though the answer has been involving the use of fans that rotate slowly, the problem is the weight of the fans thus necessitating improvement into the technology. The engine is designed with fewer parts, up to 54% lesser than the original engines (Lynn et al. 2017).

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