Aircraft Gas Turbine Engine Fuel Pumping Systems in the 21st Century

1997 ◽  
Vol 119 (3) ◽  
pp. 591-597 ◽  
Author(s):  
L. D. Hansen ◽  
G. D. Kucera ◽  
J. S. Clemons ◽  
J. Lee
Keyword(s):  
Gas Turbine ◽  
21St Century ◽  
Turbine Engines ◽  
Engine Fuel ◽  
Centrifugal Pumps ◽  
Turbine Engine ◽  
Positive Displacement ◽  
Pumping System ◽  
Displacement Pump ◽  
Main Engine

Since their introduction, main engine fuel pumping systems for aircraft gas turbine engines have remained relatively unchanged. The main engine fuel pump has been an engine accessory gearbox driven, positive displacement pump (except for the Concorde), until recently when centrifugal pumps were introduced on Pratt-Whitney and General Electric military engines. This paper describes some of the issues that must be addressed as pumping system technology moves into the 21st century and gives a description of two programs that address these issues.

scholarly journals Aircraft Gas Turbine Engine Fuel Pumping Systems in the 21st Century

1996 ◽  
Author(s):  
Lowell D. Hansen ◽  
Gregory D. Kucera ◽  
Jeffrey S. Clemons ◽  
Jinkook Lee
Keyword(s):  
Gas Turbine ◽  
21St Century ◽  
Turbine Engines ◽  
Engine Fuel ◽  
Centrifugal Pumps ◽  
Turbine Engine ◽  
Positive Displacement ◽  
Pumping System ◽  
Displacement Pump ◽  
Main Engine

Since their introduction, main engine fuel pumping systems for aircraft gas turbine engines have remained relatively unchanged. The main engine fuel pump has been an engine accessory gearbox driven, positive displacement pump (except for the Concorde), until recently when centrifugal pumps were introduced on Pratt-Whitney and General Electric military engines. This paper describes some of the issues which must be addressed as pumping system technology moves into the 21st century and gives a description of two programs which address these issues.

The Electronic Control of Gas Turbine Engines

1965 ◽  
Vol 69 (655) ◽  
pp. 429-447 ◽  
Author(s):  
A. Sadler ◽  
S. Tweedy ◽  
P. J. Colburn
Keyword(s):  
Control System ◽  
Gas Turbine ◽  
Turbine Engines ◽  
Engine Fuel ◽  
Gas Turbine Engines ◽  
Turbine Engine ◽  
Engine Control System ◽  
Pumping System ◽  
Prime Movers ◽  
General Aspects

The advances made in the development of gas turbine engines during the past two decades have been remarkable. The engines have been improved tremendously in terms of power, weight, efficiency and cost. They are now being applied successfully as the prime movers for helicopters, VTOL aircraft, ground power units and for many other diverse purposes, besides the more conventional military and civil aircraft.There have been parallel advances in the development of gas turbine engine fuel systems (which for convenience may be subdivided into the “control” and the “pumping arrangement”). These systems were originally wholly hydro-mechanical in nature. Sixteen or so years ago, the first supplementary electronic devices were introduced into fuel control systems. Since then, progressively more complex hybrid electronic/hydro-mechanical systems have been employed, with a corresponding easement of the demands on the hydro-mechanical portion. In 1957 Sturrock described to this Society what is now the classic Proteus engine control system used in Britannia aircraft. The satisfactory experience gained with the Proteus system led to the adoption of a comprehensive electronic fuel control system, coupled to a relatively simple fuel pumping system, for the supersonic Olympus engine. This system has been described by Hunt and by Colburn, Tweedy and Dent in papers presented at the joint RAeS/IEE conference “The Importance of Electricity in Aircraft” in 1962. Further papers by Rush presented at the same conference and by Airey in 1963, were devoted to the more general aspects of control.

Relight Envelope of a Military Gas Turbine Engine: An Experimental Study

2008 ◽  
Author(s):  
R. K. Mishra ◽  
G. Gouda ◽  
B. S. Vedaprakash
Keyword(s):  
Gas Turbine ◽  
Fuel Injection ◽  
Full Scale ◽  
Test Facility ◽  
Turbine Engines ◽  
Engine Fuel ◽  
Gas Turbine Engines ◽  
Turbine Engine ◽  
Start Up

A twin spool low bypass turbofan engine under development and its combustor in full-scale were tested independently at altitude conditions to establish the relight envelope of the engine. Demonstration of relight capability and defining its boundary are mandatory for military gas turbine engines and for single engine application in particular. The engine was first subjected to windmill to establish its windmilling characteristics. The full engine was then tested for light-off in an altitude test facility simulating windmilling conditions from 4 to 12 km altitude with flight Mach numbers from 0.2 to 1.0. The relight boundary is defined based on the successful light-off points achieved from engine tests. Similar tests were carried out on the full-scale combustion chamber in a stand-alone mode simulating altitude conditions at engine flame-out. The combustor test has defined the light-off and lean blow out limits of the at each point on the relight boundary. The information of fuel-air ratio at light-off and blow-out is very useful in setting the engine fuel schedule for altitude operation and relight. In this paper an attempt is made to highlight various tests carried out on engine and its combustor to define the relight boundary of the engine. The paper also emphasizes the experience of combustor development and associated problems in meeting the relight challenges of military engines. These problems include the necessity of higher fuel-air ratio at high altitudes, the role of additional localized fuel injection through start-up atomizers, and effect of single igniter on relight characteristics. The relight envelope demonstrated by the engine is very satisfactory to meet the first flight requirement where the flight mission generally concentrate in the zone of 0.6 to 0.8 Mach and altitude does not exceed 10 to 12 km. Combustor and atomizer modification is needed to improve relight performance and to shift the boundary to further left.

scholarly journals Ceramic Applications in Turbine Engines

1979 ◽  
Author(s):  
H. E. Helms
Keyword(s):  
Gas Turbine ◽  
Operating Temperature ◽  
Department Of Energy ◽  
Turbine Engines ◽  
Aluminum Silicate ◽  
Engine Fuel ◽  
Turbine Engine ◽  
Ceramic Components ◽  
Silicone Carbide ◽  
Cycle Efficiency

As part of the Department of Energy activities to reduce turbine engine fuel consumption, Detroit Diesel Allison (DDA) has been actively involved in a program to apply ceramic components and demonstrate improved cycle efficiency in the existing 404/505 vehicular gas turbine engine. Ceramic components will permit increased gas turbine operating temperatures and improve cycle efficiency. Initial ceramic components that have been engine tested and evaluated at an engine operating temperature of 1038°C (1900°F) include regenerators, vanes, and turbine tip shrouds. Engine test experience totals over 4000 hr on aluminum silicate regenerators, 1400 hr on silicone carbide nozzle vanes and 500 hr on silicon carbide turbine tip shrouds.

Design, Development and Application of Vehicle Gas Turbine Engines

1966 ◽  
Vol 181 (1) ◽  
pp. 149-172
Author(s):  
P. A. Phillips ◽  
Peter Spear
Keyword(s):  
Gas Turbine ◽  
Gas Turbines ◽  
Low Cost ◽  
Engine Performance ◽  
Turbine Engines ◽  
Gas Turbine Engines ◽  
Design Development ◽  
Turbine Engine ◽  
Wide Range ◽  
Cycle Temperature

After briefly summarizing worldwide automotive gas turbine activity, the paper analyses the power plant requirements of a wide range of vehicle applications in order to formulate the design criteria for acceptable vehicle gas turbines. Ample data are available on the thermodynamic merits of various gas turbine cycles; however, the low cost of its piston engine competitor tends to eliminate all but the simplest cycles from vehicle gas turbine considerations. In order to improve the part load fuel economy, some complexity is inevitable, but this is limited to the addition of a glass ceramic regenerator in the 150 b.h.p. engine which is described in some detail. The alternative further complications necessary to achieve satisfactory vehicle response at various power/weight ratios are examined. Further improvement in engine performance will come by increasing the maximum cycle temperature. This can be achieved at lower cost by the extension of the use of ceramics. The paper is intended to stimulate the design application of the gas turbine engine.

A New Concept of High-Performance Marine Reversing Reduction Gears

1988 ◽  
Vol 110 (4) ◽  
pp. 572-577
Author(s):  
D. J. Folenta
Keyword(s):  
Gas Turbine ◽  
High Performance ◽  
Power Transmission ◽  
High Reliability ◽  
Mechanical Efficiency ◽  
Gas Turbine Engine ◽  
Turbine Engines ◽  
Turbine Engine ◽  
Epicyclic Gear ◽  
Gear Technology

This paper presents a brief description and several illustrations of a new concept of marine reversing gears that utilize high-performance differentially driven epicyclic gear arrangements. This new marine power transmission has the potential to offer high reliability, simplicity, light weight, high mechanical efficiency, compactness, and technological compatibility with aircraft derivative marine gas turbine engines. Further, this new reversing gear minimizes the danger of driving the free turbine in reverse as might be the case with conventional parallel shaft reversing gear arrangements. To illustrate the weight reduction potential, a modern naval ship propulsion system utilizing an aircraft derivative gas turbine engine as the prime mover in conjunction with a conventional parallel shaft reversing gear can be compared to the subject reversing gear differential. A typical 18,642 kW (25,000 hp) marine gas turbine engine might weigh approximately 5000 kg (11,000 lb) and a conventional marine technology parallel shaft reversing gear might weigh on the order of 90,000 to 136,000 kg (200,000 to 300,000 lb). Using gear technology derived from the aircraft industry, a functionally similar differentially driven marine reversing gear might weigh approximately 13,600 kg (30,000 lb).

Method for Operational Diagnostics of the Prepumping State of Gas Turbine Engines Based on Invariants of Acoustic Processes

NDT World ◽  
2021 ◽  
pp. 58-61
Author(s):  
Aleksey Popov ◽  
Aleksandr Romanov
Keyword(s):  
Gas Turbine ◽  
Acoustic Signal ◽  
Acoustic Method ◽  
Random Processes ◽  
Rotating Stall ◽  
Turbine Engines ◽  
Gas Turbine Engines ◽  
Turbine Engine ◽  
Software Complex ◽  
Operational Diagnostics

A large number of aviation events are associated with the surge of gas turbine engines. The article analyzes the existing systems for diagnostics of the surge of gas turbine engines. An analysis of the acoustic signal of a properly operating gas turbine engine was carried out, at which a close theoretical distribution of random values was determined, which corresponds to the studied distribution of the amplitudes of the acoustic signal. An invariant has been developed that makes it possible to evaluate the development of rotating stall when analyzing the acoustic signal of gas turbine engines. A method is proposed for diagnosing the pre-surge state of gas turbine engines, which is based on processing an acoustic signal using invariant dependencies for random processes. A hardware-software complex has been developed using the developed acoustic method for diagnosing the pre-surge state of gas turbine engines.

Case Closed: The Completion of the United States Navy 501-K34 Gas Turbine Engine RADCON Program (2011 - 2019)

2021 ◽  
Author(s):  
Jeffrey S. Patterson ◽  
Kevin Fauvell ◽  
Dennis Russom ◽  
Willie A. Durosseau ◽  
Phyllis Petronello ◽  
...  
Keyword(s):  
United States ◽  
Gas Turbine ◽  
United States Navy ◽  
The United States ◽  
Gas Turbine Engine ◽  
United States Government ◽  
Turbine Engines ◽  
Gas Turbine Engines ◽  
Turbine Engine ◽  
The U.S

Abstract The United States Navy (USN) 501-K Series Radiological Controls (RADCON) Program was launched in late 2011, in response to the extensive damage caused by participation in Operation Tomodachi. The purpose of this operation was to provide humanitarian relief aid to Japan following a 9.0 magnitude earthquake that struck 231 miles northeast of Tokyo, on the afternoon of March 11, 2011. The earthquake caused a tsunami with 30 foot waves that damaged several nuclear reactors in the area. It was the fourth largest earthquake on record (since 1900) and the largest to hit Japan. On March 12, 2011, the United States Government launched Operation Tomodachi. In all, a total of 24,000 troops, 189 aircraft, 24 naval ships, supported this relief effort, at a cost in excess of $90.0 million. The U.S. Navy provided material support, personnel movement, search and rescue missions and damage surveys. During the operation, 11 gas turbine powered U.S. warships operated within the radioactive plume. As a result, numerous gas turbine engines ingested radiological contaminants and needed to be decontaminated, cleaned, repaired and returned to the Fleet. During the past eight years, the USN has been very proactive and vigilant with their RADCON efforts, and as of the end of calendar year 2019, have successfully completed the 501-K Series portion of the RADCON program. This paper will update an earlier ASME paper that was written on this subject (GT2015-42057) and will summarize the U.S. Navy’s 501-K Series RADCON effort. Included in this discussion will be a summary of the background of Operation Tomodachi, including a discussion of the affected hulls and related gas turbine equipment. In addition, a discussion of the radiological contamination caused by the disaster will be covered and the resultant effect to and the response by the Marine Gas Turbine Program. Furthermore, the authors will discuss what the USN did to remediate the RADCON situation, what means were employed to select a vendor and to set up a RADCON cleaning facility in the United States. And finally, the authors will discuss the dispensation of the 501-K Series RADCON assets that were not returned to service, which include the 501-K17 gas turbine engine, as well as the 250-KS4 gas turbine engine starter. The paper will conclude with a discussion of the results and lessons learned of the program and discuss how the USN was able to process all of their 501-K34 RADCON affected gas turbine engines and return them back to the Fleet in a timely manner.

LM2500 Reliability Improvements for United States Navy Applications

2000 ◽  
Author(s):  
Matthew Driscoll ◽  
Thomas Habib ◽  
William Arseneau
Keyword(s):  
United States ◽  
Gas Turbine ◽  
United States Navy ◽  
The United States ◽  
Turbine Engines ◽  
Gas Turbine Engines ◽  
Turbine Engine ◽  
Standard Configuration ◽  
Program Plan ◽  
Improve Reliability

The United States Navy uses the General Electric LM2500 gas turbine engine for main propulsion on its newest surface combatants including the OLIVER HAZARD PERRY (FFG 7) class frigates, SPRUANCE (DD 963) class destroyers, TICONDEROGA (CG 47) class cruisers, ARLIEGH BURKE (DDG 51) class destroyers and SUPPLY (AOE 6) class oilers. Currently, the Navy operates a fleet of over 400 LM2500 gas turbine engines. This paper discusses the ongoing efforts to characterize the availability of the engines aboard ship and pinpoint systems/components that have significant impact on engine reliability. In addition, the program plan to upgrade the LM2500’s standard configuration to improve reliability is delineated.

Practical Implications of Integrating Turbomachinery Into the Air Turborocket

2004 ◽  
Author(s):  
Joshua A. Clough ◽  
Mark J. Lewis
Keyword(s):  
Gas Turbine ◽  
Aircraft Engine ◽  
Launch Vehicle ◽  
Turbine Engines ◽  
Inlet Temperature ◽  
Gas Turbine Engines ◽  
Turbine Inlet Temperature ◽  
Turbine Engine ◽  
Space Launch ◽  
Practical Implications

The development of new reusable space launch vehicle concepts has lead to the need for more advanced engine cycles. Many two-stage vehicle concepts rely on advanced gas turbine engines that can propel the first stage of the launch vehicle from a runway up to Mach 5 or faster. One prospective engine for these vehicles is the Air Turborocket (ATR). The ATR is an innovative aircraft engine flowpath that is intended to extend the operating range of a conventional gas turbine engine. This is done by moving the turbine out of the core engine flow, alleviating the traditional limit on the turbine inlet temperature. This paper presents the analysis of an ATR engine for a reusable space launch vehicle and some of the practical problems that will be encountered in the development of this engine.

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