Progress in Net Shape Fabrication of Alpha SIC Turbine Components

An update of the status of ceramic component development of the AGT Programs is presented. Activity on AGTO Program focussed on the following: successful transition from the prototype to engine configuration rotor, investigation of alternate rotor molding techniques, and completion of scroll assemblies. Progress on the Garrett AGT Program was highlighted by the introduction of plastic molding and extrusion to parts which were previously fabricated by slip casting and isopressing respectively.

Simulation of Surge Margin Changes due to Heat Transfer Effects in Gas Turbine Transients

The subject of this study is the simulation of low-frequency transients (such as acceleration, deceleration) of different open cycle gas turbine types. Special attention is paid to the correct calculation of the effects of heat transfer between process gas and solid structure. Correcting equations for these effects are developed and the transient properties of each component are then evolved from the static ones with these equations. It is shown that the heat transfer effects alter significantly the surge margin of the compressor. Simulation model includes intercooler and recuperation. The programming language is CSMP.

Ten Years of Gas Turbine Propulsion in Ships of the Royal Netherlands Navy

The paper highlights design intentions and actual achievements. Hidden bonuses as well as set backs are looked at from technical, operational and budgetarial angles. As the RN1N is actually in the process of designing and building a so called M-frigate of 3000+ tonnes, a true frigate of the nineties, views of both past and future are presented to the gas turbine world. Marinised gas turbines have matured considerably in the recent past, but of even greater importance is the fact that naval personnel have matured towards handling gas turbines. The next decade will therefore see gas turbines in ships, not as some strange high performance “black boxes”, but as the relatively simple, high performance hardware side of the man-machine-symbiosis. The unique and highly valued qualities of “marinised” aircraft engines will continue to be recognised. But since ships must have a high degree of sustainability during long months of arduous duty, ships carry engineers and self maintenance will play an ever increasing role.

Development of the F110-GE-100 Engine

The F110-GE-100 engine is now in the qualification or “production verification” phase of development. From a technical standpoint it represents the first USAF fighter engine which has been developed without extreme emphasis on either high thrust or light weight. Rather, since its inception the program emphasis has been on a balance of durability, operability and performance. For this reason alone, this paper should be interest to those whose business centers on fighter engine development.

AGT101 Advanced Gas Turbine Technology Update

The Garrett/Ford Advanced Gas Turbine (AGT) Technology Project, authorized under NASA Contract DEN3-167, is sponsored by and is part of the United States Department of Energy Gas Turbine Highway Vehicle System Program. Program effort is oriented at providing the United States automotive industry the high risk long-range technology necessary to produce gas turbine powertrains for automobiles that will have reduced fuel consumption and reduced environmental impact. The AGT101 power section is a 74.6 kW (100 hp), regenerated single-shaft gas turbine engine operating at a maximum turbine inlet temperature of 1371°C (2500°F). Maximum rotor speed is 10,472 rad/sec (100,000 rpm). All high temperature components, including the turbine rotor, are ceramic. Development has progressed through aerothermodynamic testing of all components with compressor and turbine performance goals achieved. Some 200 hours of AGT101 testing has been accumulated at a nominal 871°C (1600°F) on three metal engines. Individual and collective ceramic component screening tests have been successfully accomplished at temperatures up to 1149°C (2100°F). Ceramic turbine rotors have been successfully cold spun to the required proof speed of 12,043 rad/sec (115,000 rpm), a 15-percent overspeed, and subjected to dynamic thermal shock tests simulating engine conditions. Engine testing of the ceramic structures and of the ceramic turbine rotor is planned in the near future.

Ceramic Components for the AGT 100 Engine

Engineering use of ceramic components in heat engines is approaching a state-of-readiness for production in the near future. Use of ceramic components should begin with less demanding structural production parts and evolve to include the most demanding structural production parts. The AGT 100 program is one of several advanced technology efforts leading to this production goal.

Test Installation for the SM1A Marine Spey at RAE (Pyestock)

When full development of the SM1A started in 1977, plans were drawn up for an installation in the Admiralty Test House at Pyestock, for trials similar to those carried out there for the Marine Tyne and Olympus. This paper describes the design and construction of the installation, associated work to update the existing test house services and systems, and refers to alternative plans which were considered.

Fuel Efficiency Improvements in U.S. Navy Gas Turbine Systems

Major efforts are currently underway to improve the fuel consumption efficiency of gas turbines for powering of U.S. Navy surface ships. Recent efforts have focused on efficiency improvement by the recovery of waste heat, in system enhancements such as the RACER (Rankine Cycle Energy Recovery) system. More recently, however, consideration is also being given to the use of a recuperator (and possibly an intercooler) to improve basic gas turbine thermal efficiency. Furthermore, a third approach is to improve efficiency by enhancements in basic gas turbine component technology. In this paper, current activity and progress in each of these three systems concepts are presented. First, the ship design benefits resulting from improved fuel efficiency will be described. Following this, programs in each of the above three categories are presented. This includes a general description of the hardware system, and the major performance characteristics. Finally, appropriate comparisons of these three approaches are made. These include projected fuel efficiency improvements, and the required ship space and weight. Projected future developments are also described.

The PW1120: A High Performance, Low Risk F100 Derivative

The PW1120 engine is a turbojet derivative of the F100 turbofan engine that has accumulated more than 1.9 million flight hours in F-15 and F-16 fighters throughout the free world. Pratt & Whitney Aircraft (P&WA) initiated design and development of the PW1120 as a company sponsored military engine development program in 1980 and the program has progressed on schedule through more than 1,000 hours of development engine testing and Flight Clearance Testing. Performance goals and operational characteristics of the PW1120 engine at both sea level and altitude simulated flight conditions have been successfully demonstrated. This paper addresses the design characteristics of the PW1120 engine and its commonality with the F100 engine, and discusses those commonality benefits in terms of reliability, maintainability, safety, and logistics support. Development program plans, achievements, and applications for the PW1120 engine are also discussed. Flight Clearance of the PW1120 will be completed during the second half of 1984 with full qualification in late 1986. Production will start in early 1987. Initial application is in the Israel Air Force’s new indigenous fighter, the Lavi.

Designing for Durability in Fighter Engines

Aircraft fighter engine design is a tradeoff between performance, reliability/durability, weight, and cost. The performance including operability and, more recently, survivability, can largely be determined early in the development program. “Shake and bake” component testing followed by Accelerated Mission Testing (AMT) can go a long way in the development of overall reliability. Engine weight and manufacturing cost can also be determined up front with reasonable certainty. However, durability or life is not readily determined during development and remains a promise to be designed into the engine to achieve the life requirements and reasonable cost of ownership. It can be argued that durability, heavily dependent on the mission duty cycle, is also closely linked to reliability, maintainability, and safety. Designing for durability includes “starting off on the right track” with the initial configuration, the selection of reliable and dependable damage tolerant materials and manufacturing processes, a rigorous structural analyses, and overall attention to detail. This paper describes an art and science “lessons learned” approach developed during the past 25 years to accommodate rapid throttle maneuver transients encountered in the aircraft fighter engines.