Aula3 - 3 - Gasturb Off-Design and Sizing - Ver2

PRP 42- APPLIED TOPICS ON AIRCRAFT PROPULSION
3.2- Introduction to Gasturb
Gasturb off-design
Engine preliminary sizing
Flying the mission
São José dos Campos, August 2016

Table of contents
1. Engine design point, off-design & sizing overview
2. Off-design critical points – the Maximum Take-off Case
3. Engine sizing
4. Off-design calculations – Performance tables
4.1 Climb Tables
4.2 Cruise SFC Loops
4.3 Flight Idle Tables
5. Flying the mission
2
1 Design Point
2 Off Design point – critical points
• Specify flight conditions, BPR, (ex. MTO)
OPR, cooling, efficiencies • Specify flight conditions
• Optimize FPR (Iteration) • Specify throttle conditions

• Corrected N2
• Select massflow for thrust
requirement (iteration) • T4 (Temp. @ burner exit)
3 Engine sizing
4 Off Design point – performance
• Fan diameter – check harder tables
sizing requirement • Specify flight conditions
• Engine weight – Maximum take- • Specify throttle conditions

off • Corrected N2
• T4 (Temp. @ burner exit)

3
1 Design Point
• Specify flight conditions, BPR,
OPR, cooling, efficiencies
• Optimize FPR (Iteration)

requirement (iteration)
4
Summary:
1 Design Point
Walsh & Fletcher
• Specify: Walsh&Fletcher_Cooling.xlsx
Input: EIS, T41(K)
• Flight conditions Output - HPT required cooling
• BPR, OPR, T4
• HPT Cooling
• Efficiencies
(Initially guessed, converged by
Chalmers Method) Chalmers University
Chalmers_Efficiency.xlsx
Input: EIS, Wc, P, T
• Optimize FPR (Iteration) Output- Estimated polytropic
efficiencies
• Select massflow for
thrust requirement
(iteration)
• Other assumptions 5
• (See course material)
GE9094B_REF.CYG
6
1 Design Point

• Corrected N2
3 Engine sizing


7
• Off-design: Specify component maps, customer power off-takes, engine
operating conditions (T4 or N2) and limiting values
• Engine simplified ratings can be set as constant T4
• Data for different altitudes and Mach numbers can be generated through the
“Parametric off-design” option
8
• Component maps – standard or special maps
• Maps are scaled based on design point parameters – careful must be taken to
avoid efficiencies > 100% during the scale process!!!
Design point specified

parameters:
- Ncorr = 1
- Isent. Efficiency
- Wcorr
- Design Pressure
Ratio
9

(ex. MTO)
• Specify flight conditions
• Specify throttle conditions

• Corrected N2
Off-Design – Data for aircraft mission

Simulates Power Lever Actuator (PLA)
10

1
(ex. MTO)
• Specify flight conditions Take-off, Sea

Level Static (SLS)
• 0 kft
conditions
2
• Delta ISA=0
• Mach=0
3
• Corrected N2
• T4 (Temp. @ burner exit) Usually

zero bleed
for critical
Iterate until desired thrust is airports
(APU bleed)
achieved (~94,000 lbf)
Iterate for
94klbf
• For MTO, Bleed = 0
11
12
3. Engine Sizing
1 Design Point

• Corrected N2
3 Engine sizing


13
3. Engine Sizing
3.1 Engine Dimensions
Fan Diameter & Nacele Dimensions – IPPS_Weight_Dimensions.xlsx, sheet “Dim”
14
3. Engine Sizing
3.1 Engine Dimensions
Fan Diameter & Nacele Dimensions – IPPS_Weight_Dimensions.xlsx, sheet “Dim”
Calculation results…
1 MTO Case 2 MCR Case
Data from Gasturb Data from Gasturb

MTO off-design case MCR design case
MCR airflow more demanding than MTO and drives fan sizing
…This is typical for high bypass turbofan engines
GE90-94B Real Calculated Delta
Fan Diameter (inches) 123 126.6 +2.9% 15
3. Engine Sizing
3.2 Engine Weight
Fan Diameter & Nacele Dimensions – IPPS_Weight_Dimensions.xlsx, sheet “Weight”
16
3. Engine Sizing
3.2 Engine Weight
Fan Diameter & Nacele Dimensions – IPPS_Weight_Dimensions.xlsx, sheet “Weight”
Calculation results…
>2005 considers
1 Regular materials composite fan blades
2 Composite materials
Data from Gasturb
MTO off-design case
GE90-94B Real Calculated – Delta Calculated – Delta

Regular Composites
Dry engine weight (lbs) 17400 19521 +12.1 % 16289 -6.4%
GE90-94B – Composite fan blades – better results for EIS>2005 in the weight model 17
1 Design Point

• Corrected N2
3 Engine sizing


18

tables

• Corrected N2
4.1 Climb Tables

19
4.1 Climb Tables
• Climb rating assumption – Constant T41 = 1620K (2916R)  T4 ~ 3108R
Bleed ON
T4 as control
Set T4
20
4.1 Climb Tables
• Tables can be created using the “Parametric Study” option
1
21
4.1 Climb Tables
• Graphical output
22
4.1 Climb Tables
• Graphical output – example…
23
4.1 Climb Tables
• Excel output
1
3
4 5
6 7
24
4.1 Climb Tables
• Copy all data generated by Gasturb
• Paste it on “Macro_conv.xlsm” spreadsheet
• Click on “Organizar”
25
4.1 Climb Tables
• Copy the formatted Net thrust and fuel flow tables
• Paste them on the “ENG_PDATA.xlsx” spreadsheet (MAIN_V4 folder)
• Net thrust  “MCL_FN”
• Fuel flow  “MCL_FF”
• For the Fuel Flow table, convert Gasturb values (lb/s) to lb/h
26

tables

• Corrected N2
4.1 Climb Tables

27
4.2 Cruise SFC tables
• Climb rating assumption – Constant T41 = 1620K (2916R)  T4 ~ 3108R
1
Bleed ON
T4 as control
Set T4
3
5
4
28
4.2 Cruise SFC tables 2
• Prepare Excel
29
• Add 4 columns (total 6 conditions) and run the cases
3
5
30
• Copy the formatted Net thrust and fuel flow tables
• Paste them on the “ENG_PDATA.xlsx” spreadsheet (MAIN_V4 folder)
•  “SFC Loops” sheet
• Extrapolate unconverged values, if any appear
31

tables

• Corrected N2
4.1 Climb Tables

32

tables

• Corrected N2
4.1 Climb Tables

33
4.3 Flight Idle tables
• Flight Idle – Minimum thrust is required for adequate aircraft descent
performance; however a minimum bleed pressure must be supplied to the cabin
• Bleed port is switched to the High Pressure Port
LP Bleed HP Bleed
250 0.6
200 0.59
Bleed Pressure [psi]
0.58
TSFC [1/h]
150
Pbleed @ LP Port
0.57
Pbleed @ HP Port
100
0.56 TSFC @ LP Port
50 TSFC @ HP Port
0.55
Environmental Control
System (ECS) minimum
0 0.54 requirement
0 5000 10000 15000 20000
Net Thrust [lbf] 34
• Flight Idle
• Operating line for a given flight condition:
35
• Flight Idle – General considerations
• Typically flight idle rating is set to provide the minimum amount of thrust while
providing the minimum pressure required by the aircraft air management system
(typically minimum pressures are in the range of 30 – 50 psig (P3-Pamb)).
• For the flight idle, the compressor delivery port (High pressure port) is used
(relative enthalpy = 1). This leads to a lower thrust delivered by the engine and
better aircraft descent performance.
• The usage of scaled component maps can lead to convergence problems while
simulating the engine flight idle rating.
• Using the “operating line” option can help the algorithm convergence, since it
uses the last calculated operating point as a starting point for the next calculation.
• Reasonable flight idle values for thrust are more important than fuel flow, since if
the Flight Idle thrust is too high the cruise time will be diminished and the
impacts on mission fuel burn will be greater. Usually flight idle thrust is close to
zero or even slightly negative (ram drag > gross thrust).
36
• Flight Idle
• If all the resources are employed and a convergence is not possible, data can be
extrapolated from known, converged solutions
37
Flight Idle tables
• At the Design point, switch the bleed relative enthalpy to 1. This is representative of an
HP bleed port operation.
• Tip: To avoid confusion, save this design point with a different name, e.g.
“GE9094B_REF_IDLE”
3
38
Flight Idle tables
• Go back to the off-design section
1
• Define the gauge pressure variable  P gauge = P – Patm

2
• Type the formula: var1 = Pbld – Pamb. Check if it is accepted. Close the screen.
3
4 39
Flight Idle tables
• The bleed pressure will be a minimum limiter (engine temperature will be decreased
until the minimum limiter is met).
• Typically var1~ 30-50 psig. However at this low values a model without representative
component maps will have difficulties to converge in several points
• In order to simplify the process  var1 ~ 60 psig. This simplification will not lead to
big errors in the aircraft mission since it is a long range mission (5200nm) and the
descent is a very small portion of the flight.
1
40
Flight Idle tables
• After setting the idle minimum limiter, the performance data is obtained similarly as
done with de Maximum Climb table (Parametric Off-design study):
2
41
*Tip: If the first point does not converge, run a design point case first to help the algorithm
Flight Idle tables
• Excel output
1
3
4 5
6 7
42
Flight Idle tables
• Copy all data generated by Gasturb
• Paste them on the “ENG_PDATA.xlsx” spreadsheet
• Net thrust  “FIDLE_FN”
• Fuel flow  “FIDLE_FF”
• If some points have not converged, use the value of the previous speed
point since fuel flow will not vary widely on the flight idle rating.
• Remember to convert fuel flow (lb/s) to lb/h
ENGINE NET THRUST [LBF] ENGINE FUEL FLOW [LB/H]

0.2 0.4 0.6 0.8 0.2 0.4 0.6 0.8
445.3 445.3 445.3 445.3 0 2376.7 2376.7 2376.7 2376.7 0
3022.7 1153.5 1153.5 1153.5 10000 2546.2 2517.3 2517.3 2517.3 10000
4569.7 2460.4 520.9 520.9 20000 2482.6 2437.9 2357.9 2357.9 20000
5647.6 3727.5 2193.2 2193.2 30000 2350.1 2316.2 2270.9 2270.9 30000
6656.4 4887.6 3518.8 2407.9 40000 2407.7 2369.3 2311.7 2251.3 40000
Extrapolated data
43
• Flight Idle
• Convergence for low altitudes and speeds can be specially challenging since the
operation lines go further away from the design point condition in the component
maps: Surge line
Surge line +
Margins
(Cert. req.)
M0.8, 35000ft
M0, 0ft
44
• Flight Idle
• Handling bleeds can be used to bring the operating lines to the mapped region
M0.8, 35000ft
M0, 0ft
45
• Flight Idle
• Handling bleeds can be used to bring the operating lines to the mapped region
Handling bleed actuation

Huge impacts on SFC (~10%)!!!
M0.8, 35000ft
M0, 0ft
46
1 Design Point

• Corrected N2
3 Engine sizing


47
Engine model completed…Let´s fly the mission!
5. Flying the Mission
• NRT – LHR (Tokyo Narita  London Heathrow)
• 5191 nm Great Circle Distance* (~5200nm)
• Fuel Burn data from Owner´s and Operator´s Guide (Available on the internet):
MTOW LB BOW LB TOW LB FB USG FB KG TIME MIN PAX LBS PAX # MAX F KG WIND
1 656000 317000 546000 25010 76.022 720 67100 305 123367 15
2 656000 317000 563000 27453 83.448 779 67100 305 123367 -11
3 656000 317000 555808 27453 80306 754 67100 305 123367 0
Interpolated for zero wind
48
*http://www.gcmap.com/mapui?P=NRT-LHR&DU=nm&SU=mph
• Insert the calculated weight and dimensions of the engine into AC_MODEL.xlsx
spreadsheet (within MAIN_V4 Folder)
• Nacelle Geometry  “Nacelle data”
• IPPS weight (per side)  “General Weight Data”
49
• Inside the folder “MAIN_V4”, open the Matlab file “MAIN.m”
• Run the program (F5)
• Cross Fingers !!!
50
• Results  Spreadsheet output_AC.xlsx
Looks too fast

(Ref – 754 min) – 20min taxi
Target is 734 min
51
• Edit flight Mach number to 0.74 (AC_MODEL.xlsx spreadsheet)
• Run the mission

Target is 734 min
(OK)
52
• Comparing aircraft fuel burn with calculated fuel burn…
PAX # PAX LBS TIME MIN FB KG DELTA

DATA 305 67100 754-20 80306 REF
CALC 305 67100 733 75146 - 6.5 %
53
• Comparing aircraft fuel burn with calculated fuel burn…
• ~6% may look a lot at a first glance… what could be different between the model and
the aircraft? Main candidates:
1. Engine/IPPS weight is ~7% under estimated by the adopted engine model.

2. The aerodynamic model could be too optimistic
• Friction coefficient (CF) was assumed “best-in-class”
• Transonic drag – Airfoil technology factor was assumed “best-in-class”
• Pylon wetted area was not modeled
• Aircraft aerodynamics deteriorates with time (what was the aircraft
condition when the flight test was performed?)
3. Engine SFC – average new engine SFC was estimated with Gasturb
• As with the aircraft, the engine deteriorates with usage and the SFC
increases (typical range is +2 to +4% from initial operation to full
deterioration. Values depend on engine time on wing, core washes, utilisation
profile, among other conditions…).
54
• Let´s try different aerodynamic coefficients (AC_MODEL.xlsx spreadsheet)
• CF = 10  CF = 5
• Airfoil tech = 0.95  0.9
55
• Run the Matlab code (MAIN.m)
New fuel burn data
Average cruise L/D

decreased from ~19 to ~18
PAX # PAX LBS TIME MIN FB KG DELTA

DATA 305 67100 754-20 80306 REF
CALC 305 67100 733 78545 - 2.2 %
• More reasonable results were obtained… based, however, on a calibration

• Considering that preliminary estimation methods employed, a delta between -6% and -
2% is reasonable and validates to a certain extent the developed engine model.
56
6. Summary
• Based on information available on Engine Design
textbooks, the GE90-94B engine Design Point was
estimated
• Off-design data was generated and engine performance
tables were populated
• A Boeing 777-200ER mission was flown and the
obtained results appear fairly reasonable vs. data
available on the public domain
• The illustrated procedure can be performed for any
aircraft and engine, and could be a way to estimate
aircraft and engine sizing & performance based on
limited available information.
57
6. References
• SOCIETY OF AUTOMOTIVE ENGINEERS. ARP 755D: aircraft propulsion system performance station designation
and nomenclature. Warrendale, PA, 2009.
• SANTOS, G. D. F. In-flight thrust determination and uncertainty analysis for Turbofan engines. Dissertation
(Master degree in aerodynamics, propulsion and energy) - Technological Institute of Aeronautics. São José dos
Campos.
• AVELLÁN, R. – On the Design of Energy Efficient Aero Engines – Some Recent Innovations. PhD Thesis –
Chalmers university of technology. Goteburg, Sweden, 2011.
• GRÖNSTEDT, T. Conceptual aero engine design modeling – Efficiency Modeling. Chalmers University of
Technology. 2011. 16 p. 2011.
• FLETCHER, P. P.; WALSH, P. Gas Turbine Performance. 2nd. ed. Bristol: Blackwell Science, 1998.Mattingly aero
engine design
• KURZKE, J. Gasturb 12 User´s Manual, 2012
• SARAVANAMUTTOO, H. I. H.; COHEN, H.; ROGERS, G. F. C. Gas Turbine Theory. 5th. Edition. ed. [S.l.]:
Pearson Education Limited, 2001.
• GASPAROVIC, N. Das Zweistromtriebwerk bei optimaler und nicht-optimaler Auslegung. Forsch. Ing.-Wesen,
v. 42, n.5, p.157-168, 1976.
• HALL, C.A. Et al. Preliminary Fan Design for a Silent Aircraft. ASME Turboexpo 2006 (GT2006-90564)
• FLACK, R. Fundamentals of Jet Propulsion with Applications. Cambridge aerospace series, 2005.
• JACKSON, A.J.B. Optimisation of Aero and Industrial Gas Turbine Design For The Environment. 2009. 265p.
Thesis(PhD) - Cranfield University, Cranfield.
• KURZKE, J. How to Create a Performance of a Gas Turbine from a Limited Amount of Information. ASME
58
Turboexpo 2005, GT 2005-68536.
6. References
• BOEING 777 OWNER´S AND OPERATOR´S GUIDE. Availabe at
http://www.team.aero/images/aviation_data_insert/Owners_OperatorsGuide_777.pdf
59

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PRP 42- APPLIED TOPICS ON AIRCRAFT PROPULSION

3.2- Introduction to Gasturb

São José dos Campos, August 2016

• Optimize FPR (Iteration) • Specify throttle conditions

• Engine weight – Maximum take- • Specify throttle conditions

• T4 (Temp. @ burner exit)

• Optimize FPR (Iteration)

• Select massflow for thrust

• Optimize FPR (Iteration) • Specify throttle conditions

• Engine weight – Maximum take- • Specify throttle conditions

• T4 (Temp. @ burner exit)

Design point specified

2 Off Design point – critical points

• Specify throttle conditions

• T4 (Temp. @ burner exit)

Off-Design – Data for aircraft mission

2 Off Design point – critical points

• Specify flight conditions Take-off, Sea

• T4 (Temp. @ burner exit) Usually

• For MTO, Bleed = 0

• Optimize FPR (Iteration) • Specify throttle conditions

• Engine weight – Maximum take- • Specify throttle conditions

• T4 (Temp. @ burner exit)

Data from Gasturb Data from Gasturb

Data from Gasturb

MTO off-design case

GE90-94B Real Calculated – Delta Calculated – Delta

• Optimize FPR (Iteration) • Specify throttle conditions

• Engine weight – Maximum take- • Specify throttle conditions

• T4 (Temp. @ burner exit)

4 Off Design point – performance

• Specify throttle conditions

• T4 (Temp. @ burner exit)

4.1 Climb Tables

4 Off Design point – performance

• Specify throttle conditions

• T4 (Temp. @ burner exit)

4.1 Climb Tables

4 Off Design point – performance

• Specify throttle conditions

• T4 (Temp. @ burner exit)

4.1 Climb Tables

4 Off Design point – performance

• Specify throttle conditions

• T4 (Temp. @ burner exit)

4.1 Climb Tables

• Define the gauge pressure variable  P gauge = P – Patm

ENGINE NET THRUST [LBF] ENGINE FUEL FLOW [LB/H]

Handling bleed actuation

• Optimize FPR (Iteration) • Specify throttle conditions

• Engine weight – Maximum take- • Specify throttle conditions

• T4 (Temp. @ burner exit)

1 656000 317000 546000 25010 76.022 720 67100 305 123367 15

3 656000 317000 555808 27453 80306 754 67100 305 123367 0

Interpolated for zero wind

Looks too fast

• Run the mission

PAX # PAX LBS TIME MIN FB KG DELTA

1. Engine/IPPS weight is ~7% under estimated by the adopted engine model.

Average cruise L/D

PAX # PAX LBS TIME MIN FB KG DELTA

• More reasonable results were obtained… based, however, on a calibration