Aerospace Engine Data
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Robust Gas Turbine and Airframe System Design in Light of Uncertain
Robust Gas Turbine and Airframe System Design in Light of Uncertain Fuel and CO2 Prices Stephan Langmaak1, James Scanlan2, and András Sóbester3 University of Southampton, Southampton, SO16 7QF, United Kingdom This paper presents a study that numerically investigated which cruise speed the next generation of short-haul aircraft with 150 seats should y at and whether a con- ventional two- or three-shaft turbofan, a geared turbofan, a turboprop, or an open rotor should be employed in order to make the aircraft's direct operating cost robust to uncertain fuel and carbon (CO2) prices in the Year 2030, taking the aircraft pro- ductivity, the passenger value of time, and the modal shift into account. To answer this question, an optimization loop was set up in MATLAB consisting of nine modules covering gas turbine and airframe design and performance, ight and aircraft eet sim- ulation, operating cost, and optimization. If the passenger value of time is included, the most robust aircraft design is powered by geared turbofan engines and cruises at Mach 0.80. If the value of time is ignored, however, then a turboprop aircraft ying at Mach 0.70 is the optimum solution. This demonstrates that the most fuel-ecient option, the open rotor, is not automatically the most cost-ecient solution because of the relatively high engine and airframe costs. 1 Research Engineer, Computational Engineering and Design 2 Professor of Aerospace Design, Computational Engineering and Design, AIAA member 3 Associate Professor in Aircraft Engineering, Computational Engineering and Design, AIAA member 1 I. Introduction A. Background IT takes around 5 years to develop a gas turbine engine, which then usually remains in pro- duction for more than two decades [1, 2]. -
MTU-Museum Triebwerksgeschichte – Gestern, Heute Und Morgen MTU Museum 07 2009 01.Qxd 27.08.2009 13:47 Uhr Seite 4
MTU_Museum_07_2009_01.qxd 27.08.2009 13:47 Uhr Seite 3 MTU-Museum Triebwerksgeschichte – gestern, heute und morgen MTU_Museum_07_2009_01.qxd 27.08.2009 13:47 Uhr Seite 4 Inhaltsverzeichnis Vorwort 3 Unternehmen mit Tradition und Zukunft 4 Bewegte Geschichte 5 GP7000 – Antrieb für den Mega-Airbus 8 PW6000 – Antrieb des kleinen Airbus A318 8 EJ200 – Schub für den Eurofighter 9 PW4000 – Triebwerk der Boeing B777-200 10 MTR390 – Triebwerk des Tigers 10 V2500 – Antrieb für den Airbus A320 11 PW500 – Antrieb für Geschäftsreiseflugzeuge 12 RR250-C20 – Antrieb für Hubschrauber 12 RB199 – Antrieb des Tornado 13 CF6 – Power für Großraumflugzeuge 14 Lycoming GO-480-B1A6 – Lizenzfertigung bei BMW 15 MTU7042 – Erprobung einer LKW-Gasturbine 15 T64-MTU-7 – Lizenzbau in Deutschland 16 RB145R – Antrieb des VJ101C 16 RB193-12 – Antrieb für Senkrechtstarter 17 RB153 – Antrieb des VJ101E 17 J79 – Triebwerk des Starfighters 18 Tyne – Antrieb der Transall 19 BMW 6022 – Antrieb für den Bo105 19 DB 720 – Daimler-Nachkriegsära beginnt 20 BMW 801 – erster deutscher Doppelsternmotor 20 BMW 114 – Diesel-Flugmotor 21 BMW 003E – Schub für den Volksjäger 22 Riedel-Anlasser – Starter für Strahltriebwerke 23 BRAMO 323 R-1 „Fafnir“ – erfolgreichster BRAMO-Flugmotor 23 Daimler-Benz DB 605 – der „kleine“ Mercedes-Benz-Flugmotor 24 BMW 132 – Nachfolger des Hornet-Motors 25 Sh14A – erfolgreichster Siemens-Flugmotor 26 BMW VI – Erfolgsmotor der 1920er-Jahre 26 Daimler-Benz F4A – Vorläufer der DB 600-Familie 27 Daimler D IIIa – Ära der Kolbenflugmotoren beginnt 27 Exponate 28 Chirurg der Motoren 31 2 MTU_Museum_07_2009_01.qxd 27.08.2009 13:47 Uhr Seite 5 Vorwort Die Museumswelt wird nicht nur von großen Ausstellungen und Kunstgalerien jeder Couleur geprägt, sondern auch von technischen Samm- lungen, wie etwa dem Deutschen Museum in München. -
2018 Annual Report WHERE YOU CAN FIND MORE INFORMATION Annual Report
2018 Annual Report WHERE YOU CAN FIND MORE INFORMATION Annual Report https://www.ge.com/investor-relations/annual-report Sustainability Website https://www.ge.com/sustainability FORWARD-LOOKING STATEMENTS Some of the information we provide in this document is forward-looking and therefore could change over time to reflect changes in the environment in which GE competes. For details on the uncertainties that may cause our actual results to be materially different than those expressed in our forward-looking statements, see https://www.ge.com/ investor-relations/important-forward-looking-statement-information. We do not undertake to update our forward-looking statements. NON-GAAP FINANCIAL MEASURES We sometimes use information derived from consolidated financial data but not presented in our financial statements prepared in accordance with U.S. generally accepted accounting principles (GAAP). Certain of these data are considered “non-GAAP financial measures” under the U.S. Securities and Exchange Commission rules. These non-GAAP financial measures supplement our GAAP disclosures and should not be considered an alternative to the GAAP measure. The reasons we use these non-GAAP financial measures and the reconciliations to their most directly comparable GAAP financial measures are included in the CEO letter supplemental information package posted to the investor relations section of our website at www.ge.com. Cover: The GE9X engine hanging on a test stand at our Peebles Test Operation facility in Ohio. Here we test how the engine’s high-pressure turbine nozzles and shrouds, composed of a new lightweight and ultra-strong material called ceramic matrix composites (CMCs), are resistant to the engine’s white-hot air. -
Spacecraft American Aerospace Controls
Spacecraft For More Than 50 Years, Our Experience Is Your Assurance™ AAC Manufactures high-reliability voltage and current sensors for: Satellites UAVs Commercial Aircraft Missiles Underwater Vehicles Military Aircraft Launch Systems Armored Vehicles Ships Helicopters Industrial Equipment Rail AAC is a Woman-Owned Business and all parts are manufactured at AAC’s Farmingdale, NY location. American Aerospace Controls 570 Smith Street, Farmingdale NY 11735 Phone: +1 (631) 694-5100 – Fax: +1 (631) 694-6739 http://a-a-c.com ©American Aerospace Controls 10-2016 Aircraft-UAVs Rail AAC Quality and Engineering Industrial Defense For More Than 50 Years, Our Experience is Your Assurance™ AAC Engineering and Quality Depart- Since 1965, American Aerospace Controls has been manufacturing high reliability ments are here to work with you on the AC & DC current, voltage and frequency sensors, transducers and detectors. With design and qualification of your parts. an emphasis on engineering solutions and customer support, AAC has developed Our vast experience in space flight app- long-term relationships with some of the largest aerospace, defense, transit and industrial companies around the globe. lications allows us to offer insight into the design and requirements of each unique Space Application. AAC main- AAC in Space tains the highest standards in Quality and Production. AAC sensors have been used on numerous manned and unmanned spacecraft, satellite, rocket and Unmanned Aerial Vehicle (UAV) programs. AAC has been involved with space flight applications since the mid-1960s. AAC’s extensive From the Mercury Program in the 1960’s to today’s international commercial and knowledge and decades of experience in designing and manufacturing defense satellite systems, AAC engineers have helped design current and voltage transducers and detectors capable of providing high reliability in harsh remote detectors and transducers that are the best available. -
Rolls-Royce / Itp Regulation
EUROPEAN COMMISSION DG Competition Case M.8242 - ROLLS-ROYCE / ITP Only the English text is available and authentic. REGULATION (EC) No 139/2004 MERGER PROCEDURE Article 6(1)(b) in conjunction with Art 6(2) Date: 19/04/2017 In electronic form on the EUR-Lex website under document number 32017M8242 EUROPEAN COMMISSION Brussels, 19.04.2017 C(2017) 2613 final In the published version of this decision, some information has been omitted pursuant to Article PUBLIC VERSION 17(2) of Council Regulation (EC) No 139/2004 concerning non-disclosure of business secrets and other confidential information. The omissions are shown thus […]. Where possible the information omitted has been replaced by ranges of figures or a general description. To the notifying party: Subject: Case M.8242 – Rolls-Royce / ITP Commission decision pursuant to Article 6(1)(b) in conjunction with Article 6(2) of Council Regulation No 139/20041 and Article 57 of the Agreement on the European Economic Area2 Dear Sir or Madam, (1) On 24 February 2017, the European Commission received notification of a proposed concentration pursuant to Article 4 of the Merger Regulation by which the undertaking Rolls-Royce Holdings plc ("Rolls-Royce", United Kingdom) acquires within the meaning of Article 3(1)(b) of the Merger Regulation control of the whole of the undertaking Industria de Turbo Propulsores SA ("ITP", Spain) by way of a purchase of shares (the "Transaction").3 Rolls-Royce is designated hereinafter as the "Notifying Party", and Rolls-Royce and ITP are together referred to as the "Parties". 1 OJ L 24, 29.1.2004, p. -
6. Chemical-Nuclear Propulsion MAE 342 2016
2/12/20 Chemical/Nuclear Propulsion Space System Design, MAE 342, Princeton University Robert Stengel • Thermal rockets • Performance parameters • Propellants and propellant storage Copyright 2016 by Robert Stengel. All rights reserved. For educational use only. http://www.princeton.edu/~stengel/MAE342.html 1 1 Chemical (Thermal) Rockets • Liquid/Gas Propellant –Monopropellant • Cold gas • Catalytic decomposition –Bipropellant • Separate oxidizer and fuel • Hypergolic (spontaneous) • Solid Propellant ignition –Mixed oxidizer and fuel • External ignition –External ignition • Storage –Burn to completion – Ambient temperature and pressure • Hybrid Propellant – Cryogenic –Liquid oxidizer, solid fuel – Pressurized tank –Throttlable –Throttlable –Start/stop cycling –Start/stop cycling 2 2 1 2/12/20 Cold Gas Thruster (used with inert gas) Moog Divert/Attitude Thruster and Valve 3 3 Monopropellant Hydrazine Thruster Aerojet Rocketdyne • Catalytic decomposition produces thrust • Reliable • Low performance • Toxic 4 4 2 2/12/20 Bi-Propellant Rocket Motor Thrust / Motor Weight ~ 70:1 5 5 Hypergolic, Storable Liquid- Propellant Thruster Titan 2 • Spontaneous combustion • Reliable • Corrosive, toxic 6 6 3 2/12/20 Pressure-Fed and Turbopump Engine Cycles Pressure-Fed Gas-Generator Rocket Rocket Cycle Cycle, with Nozzle Cooling 7 7 Staged Combustion Engine Cycles Staged Combustion Full-Flow Staged Rocket Cycle Combustion Rocket Cycle 8 8 4 2/12/20 German V-2 Rocket Motor, Fuel Injectors, and Turbopump 9 9 Combustion Chamber Injectors 10 10 5 2/12/20 -
Enhancement of Volumetric Specific Impulse in HTPB/Ammonium Nitrate Mixed
Utah State University DigitalCommons@USU All Graduate Plan B and other Reports Graduate Studies 12-2016 Enhancement of Volumetric Specific Impulse in TPB/H Ammonium Nitrate Mixed Hybrid Rocket Systems Jacob Ward Forsyth Utah State University Follow this and additional works at: https://digitalcommons.usu.edu/gradreports Part of the Propulsion and Power Commons Recommended Citation Forsyth, Jacob Ward, "Enhancement of Volumetric Specific Impulse in TPB/AmmoniumH Nitrate Mixed Hybrid Rocket Systems" (2016). All Graduate Plan B and other Reports. 876. https://digitalcommons.usu.edu/gradreports/876 This Report is brought to you for free and open access by the Graduate Studies at DigitalCommons@USU. It has been accepted for inclusion in All Graduate Plan B and other Reports by an authorized administrator of DigitalCommons@USU. For more information, please contact [email protected]. ENHANCEMENT OF VOLUMETRIC SPECIFIC IMPULSE IN HTPB/AMMONIUM NITRATE MIXED HYBRID ROCKET SYSTEMS by Jacob W. Forsyth A report submitted in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE in Aerospace Engineering Approved: ______________________ ____________________ Stephen A. Whitmore Ph.D. David Geller Ph.D. Major Professor Committee Member ______________________ Rees Fullmer Ph.D. Committee Member UTAH STATE UNIVERSITY Logan, Utah 2016 ii Copyright © Jacob W. Forsyth 2016 All Rights Reserved iii ABSTRACT Enhancement of Volumetric Specific Impulse in HTPB/Ammonium Nitrate Mixed Hybrid Rocket Systems by Jacob W. Forsyth, Master of Science Utah State University, 2016 Major Professor: Dr. Stephen A. Whitmore Department: Mechanical and Aerospace Engineering Hybrid rocket systems are safer and have higher specific impulse than solid rockets. However, due to large oxidizer tanks and low regression rates, hybrid rockets have low volumetric efficiency and very long longitudinal profiles, which limit many of the applications for which hybrids can be used. -
High Pressure Ratio Intercooled Turboprop Study
E AMEICA SOCIEY O MECAICA EGIEES 92-GT-405 4 E. 4 S., ew Yok, .Y. 00 h St hll nt b rpnbl fr ttnt r pnn dvnd In ppr r n d n t tn f th St r f t vn r Stn, r prntd In t pbltn. n rnt nl f th ppr pblhd n n ASME rnl. pr r vlbl fr ASME fr fftn nth ftr th tn. rntd n USA Copyright © 1992 by ASME ig essue aio Iecooe uoo Suy C. OGES Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1992/78941/V002T02A028/2401669/v002t02a028-92-gt-405.pdf by guest on 23 September 2021 Sundstrand Power Systems San Diego, CA ASAC NOMENCLATURE High altitude long endurance unmanned aircraft impose KFT Altitude Thousands Feet unique contraints on candidate engine propulsion systems and HP Horsepower types. Piston, rotary and gas turbine engines have been proposed for such special applications. Of prime importance is the HIPIT High Pressure Intercooled Turbine requirement for maximum thermal efficiency (minimum specific Mn Flight Mach Number fuel consumption) with minimum waste heat rejection. Engine weight, although secondary to fuel economy, must be evaluated Mls Inducer Mach Number when comparing various engine candidates. Weight can be Specific Speed (Dimensionless) minimized by either high degrees of turbocharging with the Ns piston and rotary engines, or by the high power density Exponent capabilities of the gas turbine. pps Airflow The design characteristics and features of a conceptual high SFC Specific Fuel Consumption pressure ratio intercooled turboprop are discussed. The intended application would be for long endurance aircraft flying TIT Turbine Inlet Temperature °F at an altitude of 60,000 ft.(18,300 m). -
2. Afterburners
2. AFTERBURNERS 2.1 Introduction The simple gas turbine cycle can be designed to have good performance characteristics at a particular operating or design point. However, a particu lar engine does not have the capability of producing a good performance for large ranges of thrust, an inflexibility that can lead to problems when the flight program for a particular vehicle is considered. For example, many airplanes require a larger thrust during takeoff and acceleration than they do at a cruise condition. Thus, if the engine is sized for takeoff and has its design point at this condition, the engine will be too large at cruise. The vehicle performance will be penalized at cruise for the poor off-design point operation of the engine components and for the larger weight of the engine. Similar problems arise when supersonic cruise vehicles are considered. The afterburning gas turbine cycle was an early attempt to avoid some of these problems. Afterburners or augmentation devices were first added to aircraft gas turbine engines to increase their thrust during takeoff or brief periods of acceleration and supersonic flight. The devices make use of the fact that, in a gas turbine engine, the maximum gas temperature at the turbine inlet is limited by structural considerations to values less than half the adiabatic flame temperature at the stoichiometric fuel-air ratio. As a result, the gas leaving the turbine contains most of its original concentration of oxygen. This oxygen can be burned with additional fuel in a secondary combustion chamber located downstream of the turbine where temperature constraints are relaxed. -
Helicopter Turboshafts
Helicopter Turboshafts Luke Stuyvenberg University of Colorado at Boulder Department of Aerospace Engineering The application of gas turbine engines in helicopters is discussed. The work- ings of turboshafts and the history of their use in helicopters is briefly described. Ideal cycle analyses of the Boeing 502-14 and of the General Electric T64 turboshaft engine are performed. I. Introduction to Turboshafts Turboshafts are an adaptation of gas turbine technology in which the principle output is shaft power from the expansion of hot gas through the turbine, rather than thrust from the exhaust of these gases. They have found a wide variety of applications ranging from air compression to auxiliary power generation to racing boat propulsion and more. This paper, however, will focus primarily on the application of turboshaft technology to providing main power for helicopters, to achieve extended vertical flight. II. Relationship to Turbojets As a variation of the gas turbine, turboshafts are very similar to turbojets. The operating principle is identical: atmospheric gases are ingested at the inlet, compressed, mixed with fuel and combusted, then expanded through a turbine which powers the compressor. There are two key diferences which separate turboshafts from turbojets, however. Figure 1. Basic Turboshaft Operation Note the absence of a mechanical connection between the HPT and LPT. An ideal turboshaft extracts with the HPT only the power necessary to turn the compressor, and with the LPT all remaining power from the expansion process. 1 of 10 American Institute of Aeronautics and Astronautics A. Emphasis on Shaft Power Unlike turbojets, the primary purpose of which is to produce thrust from the expanded gases, turboshafts are intended to extract shaft horsepower (shp). -
Lifetime Excellence Lifetime Excellence | 3 Power for the World
MTU Aero Engines AG The full range of engine expertise Firmly established worldwide balanced portfolio, the company is represented in all thrust and power categories for commercial engines. Highpres MTU Aero Engines is Germany’s leading engine manufacturer sure compressors, lowpressure turbines and turbine center and a firmly established player in the international aviation frames “made by MTU” rank among the best in their class. industry. The company designs, develops, manufactures, markets and supports commercial and military propulsion In commercial engine maintenance, MTU Maintenance systems for aircraft and helicopters, and stationary gas tur sets global standards with its comprehensive services and bines, and offers full system capability in engine construction. innovative repair techniques. MTU Power offers compelling intelligent maintenance solutions for industrial gas turbines. MTU is the industrial lead company for almost all engines operated by the German Armed Forces and plays a key role High power density in major European military engine programs. MTU offers solutions for the entire engine lifecycle—from development to production to maintenance. With its well 2 | Lifetime Excellence Lifetime Excellence | 3 Power for the world MTU Maintenance Lease Services SMBC Aero Engine Lease MTU Maintenance Hannover MTU Maintenance Berlin-Brandenburg MTU Maintenance Canada Pratt & Whitney Canada Customer Service Centre Europe MTU Aero Engines North America EME Aero MTU Aero Engines Polska MTU Aero Engines, Headquarters MTU Maintenance Dallas For MTU Aero Engines, Aerospace Embedded Solutions customer proximity is key. Ceramic Coating Center This is delivered by around MTU Maintenance Zhuhai 10,000 employees from over 60 nations at 15 locations worldwide. Through its sub- sidiaries and joint ventures, Major locations and participations MTU is present in all key IGT Service Centers regions and markets. -
SP's Aviation June 2011
SP’s AN SP GUIDE PUBLICATION ED BUYER ONLY) ED BUYER AS -B A NDI I News Flies. We Gather Intelligence. Every Month. From India. 75.00 ( ` Aviationwww.spsaviation.net JUNE • 2011 ENGINE POWERPAGE 18 Regional Aviation FBO Services in India Interview with CAS No Slowdown in Indo-US Relationship LENG/2008/24199 Interview: Pratt & Whitney EBACE 2011 RNI NUMBER: DELENG/2008/24199 DE Show Report Our jets aren’t built tO airline standards. FOr which Our custOmers thank us daily. some manufacturers tout the merits of building business jets to airline standards. we build to an even higher standard: our own. consider the citation mustang. its airframe service life is rated at 37,500 cycles, exceeding that of competing airframes built to “airline standards.” in fact, it’s equivalent to 140 years of typical use. excessive? no. just one of the many ways we go beyond what’s required to do what’s expected of the world’s leading maker of business aircraft. CALL US TODAY. DEMO A CITATION MUSTANG TOMORROW. 000-800-100-3829 | WWW.AvIATOR.CESSNA.COM The Citation MUSTANG Cessna102804 Mustang Airline SP Av.indd 1 12/22/10 12:57 PM BAILEY LAUERMAN Cessna Cessna102804 Mustang Airline SP Av Cessna102804 Pub: SP’s Aviation Color: 4-color Size: Trim 210mm x 267mm, Bleed 277mm x 220mm SP’s AN SP GUIDE PUBLICATION TABLE of CONTENTS News Flies. We Gather Intelligence. Every Month. From India. AviationIssue 6 • 2011 Dassault Rafale along with EurofighterT yphoon were found 25 Indo-US Relationship compliant with the IAF requirements of a medium multi-role No Slowdown