14 Transition to Turbopropeller Powered Airplanes
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Chapter 14 Transition to Turbopropeller- Powered Airplanes Introduction The turbopropeller-powered airplane flies and handles just like any other airplane of comparable size and weight. The aerodynamics are the same. The major differences between flying a turboprop and other non-turbine-powered airplanes are found in the handling of the airplane’s powerplant and its associated systems. The powerplant is different and requires operating procedures that are unique to gas turbine engines. But so, too, are other systems, such as electrical, hydraulics, environmental, flight control, rain and ice protection, and avionics. The turbopropeller-powered airplane also has the advantage of being equipped with a constant speed, full feathering and reversing propeller—something normally not found on piston-powered airplanes. 14-1 Gas Turbine Engine the high velocity excess exhaust exits the tail pipe or exhaust section. (The exhaust section of a turbojet engine may also Both piston (reciprocating) engines and gas turbine engines incorporate a system of moving doors to redirect airflow are internal combustion engines. They have a similar for the purpose of slowing an airplane down after landing cycle of operation that consists of induction, compression, or back-powering it away from a gate. They are referred to combustion, expansion, and exhaust. In a piston engine, as thrust reversers). Once the turbine section is powered by each of these events is a separate distinct occurrence in each gases from the burner section, the starter is disengaged, and cylinder. Also in a piston engine, an ignition event must occur the igniters are turned off. Combustion continues until the during each cycle in each cylinder. Unlike reciprocating engine is shut down by turning off the fuel supply. engines, in gas turbine engines these phases of power occur simultaneously and continuously instead of successively NOTE: Because compression produces heat, some pneumatic one cycle at a time. Additionally, ignition occurs during the aircraft systems tap into the source of hot (480 °F) compressed starting cycle and is continuous thereafter. The basic gas air from the engine compressor (bleed air) and use it for turbine engine contains four sections: intake, compression, engine anti-ice, airfoil anti-ice, aircraft pressurization, and combustion, and exhaust. [Figure 14-1] other ancillary systems after further conditioning its internal pressure and temperature. To start the engine, the compressor section is rotated by an electrical starter on small engines or an air-driven High-pressure exhaust gases can be used to provide jet thrust starter on large engines. As compressor rates per minute as in a turbojet engine. Or, the gases can be directed through (rpm) accelerates, air is brought in through the inlet an additional turbine to drive a propeller through reduction duct, compressed to a high pressure, and delivered to the gearing, as in a turbopropeller (turboprop) engine. combustion section (combustion chambers). Fuel is then injected by a fuel controller through spray nozzles and ignited by igniter plugs. (Not all of the compressed air is used to Turboprop Engines support combustion. Some of the compressed air bypasses The turbojet engine excels the reciprocating engine in the burner section and circulates within the engine to provide top speed and altitude performance. On the other hand, internal cooling, enhanced thrust, and noise abatement. In the turbojet engine has limited takeoff and initial climb turbojet engines, by-pass airflow may be augmented by performance as compared to that of a reciprocating engine. the action of a fan located at the engine’s intake.) The fuel/ In the matter of takeoff and initial climb performance, the air mixture in the combustion chamber is then burned in a reciprocating engine is superior to the turbojet engine. continuous combustion process and produces a very high Turbojet engines are most efficient at high speeds and temperature, typically around 4,000° Fahrenheit (F), which high altitudes, while propellers are most efficient at slow heats the entire air mass to 1,600 – 2,400 °F. The mixture of and medium speeds (less than 400 miles per hour (mph)). hot air and gases expands and is directed to the turbine blades Propellers also improve takeoff and climb performance. forcing the turbine section to rotate, which in turn drives the The development of the turboprop engine was an attempt to compressor by means of a direct shaft, a concentric shaft, or combine in one engine the best characteristics of both the a combination of both. After powering the turbine section, turbojet and propeller-driven reciprocating engine. INTAKE COMPRESSION COMBUSTION EHAUST Air inlet Compression Combustion chambers Turbine Exhaust Cold section Hot section Figure 14-1. Basic components of a gas turbine engine. 14-2 The turboprop engine offers several advantages over other per horsepower per hour) is increased. Decreased specific types of engines, such as: fuel consumption plus the increased true airspeed at higher • Lightweight altitudes is a definite advantage of a turboprop engine. • Mechanical reliability due to relatively few moving All turbine engines, turboprop or turbojet, are defined by parts limiting temperatures, rotational speeds, and (in the case • Simplicity of operation of turboprops) torque. Depending on the installation, the primary parameter for power setting might be temperature, • Minimum vibration torque, fuel flow, or rpm (either propeller rpm, gas generator • High power per unit of weight (compressor) rpm, or both). In cold weather conditions, • Use of propeller for takeoff and landing torque limits can be exceeded while temperature limits are still within acceptable range. While in hot weather conditions, Turboprop engines are most efficient at speeds between 250 temperature limits may be exceeded without exceeding and 400 mph and altitudes between 18,000 and 30,000 feet. torque limits. In any weather, the maximum power setting They also perform well at the slow speeds required for takeoff of a turbine engine is usually obtained with the throttles and landing and are fuel efficient. The minimum specific fuel positioned somewhat aft of the full forward position. The consumption of the turboprop engine is normally available in transitioning pilot must understand the importance of the altitude range of 25,000 feet up to the tropopause. knowing and observing limits on turbine engines. An over temperature or over torque condition that lasts for more than a The power output of a piston engine is measured in few seconds can literally destroy internal engine components. horsepower and is determined primarily by rpm and manifold pressure. The power of a turboprop engine, however, is Turboprop Engine Types measured in shaft horsepower (shp). Shaft horsepower is Fixed Shaft determined by the rpm and the torque (twisting moment) One type of turboprop engine is the fixed shaft constant speed applied to the propeller shaft. Since turboprop engines type, such as the Garrett TPE331. [Figure 14-2] In this type are gas turbine engines, some jet thrust is produced by engine, ambient air is directed to the compressor section exhaust leaving the engine. This thrust is added to the shaft through the engine inlet. An acceleration/diffusion process horsepower to determine the total engine power or equivalent in the two stage compressor increases air pressure and directs shaft horsepower (eshp). Jet thrust usually accounts for less it rearward to a combustor. The combustor is made up of a than 10 percent of the total engine power. combustion chamber, a transition liner, and a turbine plenum. Atomized fuel is added to the air in the combustion chamber. Although the turboprop engine is more complicated and Air also surrounds the combustion chamber to provide for heavier than a turbojet engine of equivalent size and power, cooling and insulation of the combustor. it delivers more thrust at low subsonic airspeeds. However, the advantages decrease as flight speed increases. In normal The gas mixture is initially ignited by high-energy igniter cruising speed ranges, the propulsive efficiency (output plugs, and the expanding combustion gases flow to the divided by input) of a turboprop decreases as speed increases. turbine. The energy of the hot, high-velocity gases is converted to torque on the main shaft by the turbine rotors. The propeller of a typical turboprop engine is responsible The reduction gear converts the high rpm—low torque of the for roughly 90 percent of the total thrust under sea level main shaft to low rpm—high torque to drive the accessories conditions on a standard day. The excellent performance of a and the propeller. The spent gases leaving the turbine are turboprop during takeoff and climb is the result of the ability directed to the atmosphere by the exhaust pipe. of the propeller to accelerate a large mass of air while the airplane is moving at a relatively low ground and flight speed. Only about 10 percent of the air that passes through the “Turboprop,” however, should not be confused with “turbo engine is actually used in the combustion process. Up to supercharged” or similar terminology. All turbine engines approximately 20 percent of the compressed air may be bled have a similarity to normally aspirated (non-supercharged) off for the purpose of heating, cooling, cabin pressurization, reciprocating engines in that maximum available power and pneumatic systems. Over half the engine power is decreases almost as a direct function of increased altitude. devoted to driving the compressor, and it is the compressor that can potentially produce very high drag in the case of a Although power decreases as the airplane climbs to failed, windmilling engine. higher altitudes, engine efficiency in terms of specific fuel consumption (expressed as pounds of fuel consumed 14-3 i i i i i Exhaust outlet i i i i i Figure 14-2. Fixed shaft turboprop engine. In the fixed shaft constant-speed engine, the engine rpm forward thrust.