Gas Turbine Engines Safe Life Criterion Analysis

2014 ◽  
Vol 533 ◽  
pp. 346-349
Author(s):  
Jie Hu
Keyword(s):  
Gas Turbine ◽  
Early Period ◽  
Turbine Engines ◽  
Structural Development ◽  
Development Programs ◽  
Turbine Engine ◽  
Safe Life ◽  
Engine Design ◽  
Prediction Techniques ◽  
The Military

Life concepts have evolved and improved since the early period of the gas turbine engine. Early on, passing a 150-h test was the main "pass or fail" criteria used to qualify a new engine design to enter production and service. Engine life development and life prediction techniques evolved mostly in response to durability problems, customer demands, and/or regulatory involvement. The safe life and damage tolerance concepts have been the two most widely used design methods for producing components to meet life requirements. More recently, however, the combination of both life concepts is the preferred life method for both commercial and military and is required by the military in their engine structural development programs.

Analysis of Indirectly Fired Gas Turbine Power Systems

2007 ◽  
Author(s):  
J. E. Donald Gauthier
Keyword(s):  
Power Generation ◽  
Power Systems ◽  
Gas Turbine ◽  
Gas Turbines ◽  
Turbine Engines ◽  
Inlet Temperature ◽  
Turbine Engine ◽  
Engine Design ◽  
Wide Range ◽  
System Configurations

This paper describes the results of modelling the performance of several indirectly fired gas turbine (IFGT) power generation system configurations based on four gas turbine class sizes, namely 5 kW, 50 kW, 5 MW and 100 MW. These class sizes were selected to cover a wide range of installations in residential, commercial, industrial and large utility power generation installations. Because the IFGT configurations modelled consist of a gas turbine engine, one or two recuperators and a furnace; for comparison purpose this study also included simulations of simple cycle and recuperated gas turbine engines. Part-load, synchronous-speed simulations were carried out with generic compressor and turbine maps scaled for each engine design point conditions. The turbine inlet temperature (TIT) was varied from the design specification to a practical value for a metallic high-temperature heat exchanger in an IFGT system. As expected, the results showed that the reduced TIT can have dramatic impact on the power output and thermal efficiency when compared to that in conventional gas turbines. However, the simulations also indicated that several configurations can lead to higher performance, even with the reduced TIT. Although the focus of the study is on evaluation of thermodynamic performance, the implications of varying configurations on cost and durability are also discussed.

Review of Titanium Application in Gas Turbine Engines

2003 ◽  
Author(s):  
Charles W. Elrod
Keyword(s):  
Gas Turbine ◽  
Selection Process ◽  
Gas Turbine Engine ◽  
Advanced Materials ◽  
Turbine Engines ◽  
Turbine Engine ◽  
Long Run ◽  
Engine Design ◽  
Basic Studies ◽  
Burn Rate

With the continuing desire to make engines with a high thrust to weight advantage, titanium is the metal of choice for the gas turbine engine. The use of titanium in the engine must be considered with reasonable care. The metal has been known to combust under certain conditions. The Air Force conducted a number of studies to evaluate the use of titanium in the engine and in other environments. As a result of the studies the effects the environment, the alloying, the thickness and burn rate were among the conditions evaluated. Also the studies were conducted to determine the self-sustained combustibility of titanium and its alloys in the various situations that were established for the evaluations. The studies considered fifty-four different titanium alloys, which included a sample of most of the current materials, some of the advanced materials and a number of unusual alloys. This effort resulted in the identification of easy to burn, harder to burn and very difficult to burn alloys. With this information we can now look at issues related to where certain alloys would benefit the compressor the most. For example, Ti 6Al4V would most likely be used in the fan section of the compressor, due to the thickness of the blade, the low pressure in that section and the gap above the blade. The compressor has a number of issues that can be partially resolved with the use of titanium in a manner that is consistent with safe procedures. This report will examine these issues and present some considerations that should be considered when applying titanium to the gas turbine engine. This paper will look into the turbine engine and examine those areas where the potential for compressor fires are likely and make suggestions on ways to limit the potential for catastrophic damage and in the long run make the engine more resilient in the future. This paper will examine the problems that have followed the engine development with titanium as one of the major players in the selection process. We will describe some of the technology which makes the use of titanium safer. Titanium will be with the engine technology for some time and the goal of most design and research studies should be to make that time as safe and reliable as possible. This paper will show how research can provide the valuable link from basic studies to engine design.

scholarly journals An Approach to Selecting Gas Turbine Engine Ratings for Fixed Wing Airplanes

1984 ◽  
Author(s):  
R. K. Agrawal
Keyword(s):  
Gas Turbine ◽  
Operating Conditions ◽  
Turbine Engines ◽  
Gas Turbine Engines ◽  
Trade Off ◽  
Turbine Engine ◽  
Engine Design ◽  
Design Cycle ◽  
Airplane Engine ◽  
Certification Requirements

This paper presents an approach to selecting the various ratings for Gas Turbine engines in the fixed wing airplane application. The approach followed is first to estimate the minimum airplane power demands to pass its certification requirements under worst operating conditions. These power demands are then checked against those available from the engine within its certification requirements. Meaningful trade off studies, involving both the airplane and engine designers, can thus be conducted fairly early on in the airplane/engine design cycle to arrive at engine rating’s which will best suit both the vehicle and its power plant within their respective certification constraints.

Design Problems of a Regenerative Turboprop Aircraft Engine

1964 ◽  
Author(s):  
R. E. Cutler ◽  
Esten W. Spears
Keyword(s):  
Gas Turbine ◽  
Aircraft Engine ◽  
Reduction Gear ◽  
Operational Flexibility ◽  
Design Problems ◽  
Turbine Engine ◽  
Turbine Cooling ◽  
Engine Design ◽  
Engine Components ◽  
The Military

The military and industry have long recognized the potential of the regenerative-cycle gas turbine. Only recently has the “state-of-the-art” in regenerators and other lightweight turbine-engine components made it feasible to apply regeneration to aircraft engines. In applying regeneration to the aircraft gas turbine certain unique engine-design problems are encountered, such as: (a) Configuration and arrangement of lightweight, high effectiveness regenerator; (b) combustion system with side entry air; (c) turbine cooling at high inlet temperatures; (d) compressor operating flexibility; (e) control system for optimum engine response and operational flexibility; (f) configuration and arrangement of propeller and reduction gear.

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.

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