The paper presents how the parameters defining the state of the atmosphere: pressure, temperature, humidity, are affecting performance of the aircraft turbine engines and their durability. Also negative impact of dust pollution level is considered as an important source of engine deterioration. Article highlights limitation of the aircraft takeoff weight (TOW) and requirements for length of the runways depending on weather condition changes. These problems stem from the growing “demand” of gas turbine engines for an air. The highest thrust engines have air mass flow more than 1000 kg/s. Engine inlet ice formation is presented as a result of weather conditions and inlet duct design features.
Based on the available information and authors self-assessments, this article presents turbine engine exhaust gases effect on the environment, especially near to the aircraft and helicopters during their engines idle setting and takeoffs. The concentration level of pollutants in gas turbine exhaust and its relation to the temperature and time of the combustion process is discussed. The article presents diffusion of the aircraft turbine engine exhaust in the airport area, focusing on aircraft takeoff manoeuvre. The authors would like to draw attention of the aviation professionals to the fact that amount of exhaust from the turbine engine is so significant that may adversely change the ambient air near to the aircraft. Consequently, smaller amount of oxygen with increased level of carbon monoxide during engine start-up and idle can be a threat to the maintenance staff health. Also high emission level of the nitrogen oxides, especially during takeoff and climb is indifferent for the environment. The paper gives an example of real fuel consumption and toxic gases emissions in the so-called landing and takeoff cycle (LTO) and during long-range flight. Turbine engines noise distribution and its intensity because of complex aerodynamic and thermodynamic processes is presented.
This paper presents the development history of structure, applications and operation methods of turbo engines and their characteristics enabling the application of such engines to propel air and sea means of transport. It describes the contemporary structural forms and their impact on the usable characteristics. The authors paid attention to the environmental requirements that force the replacement of oil-derivative fuels with biofuels.
AERONAUTIC PROPULSION SYSTEMSThe need for use of very large thrusts of jet engines in passenger and transport aircraft of increasing take-off weight is a strong motivation for searching for modernisation of turbofan engines, which have been for years used as drives in this aviation branch. The abovementioned modifications aim at further reduction of: fuel consumption, the contents of carbon dioxide and toxins in exhaust gases, and the level of noise emitted during engine operation. These goals are achieved without interfering into the structure of air and exhaust gas flow passages of the engines. Instead, they are oriented on modifying fans, compressors, and turbines, to obtain higher operating efficiency of these components and the engine as a whole. At present, an evolutionary development is being observed in the form of "small steps" consisting in the reduction of flow losses in fans, compressors, and turbines, accompanied by modifications of processes of combustible mixture preparation, reduction of thermal loss in combustion chambers, and, most of all, the increase of the bypass ratio. Development of fans, which in large engines contribute to over 80% of the generated thrust, is a reason why attempts are made to find constructions of fan rotor units and driving turbines which would enable their cooperation within ranges optimal for both elements.A tendency is observed to increase engine thrusts. While the initial air-breathing jet engines produced during the Second World War as single-flow turbo jet engines generated thrusts of about 900 daN at air flow rates not exceeding 20 kg/s, the thrusts of turbofan engines presently introduced to operation exceed 33 000 daN, and the air flow rates reach 1300 kg/s. There is no published data on the increase of power needed for driving compressors and, in particular, fans for these types of engines, therefore it seems valuable to assess the power needed for the operation of fans and compressors, and to develop methods to calculate disposable powers of driving turbines. Figure 1 shows rotor units in arrangements characteristic for "classical" engines with low bypass ratio, and fan constructions of high bypass ratio. In engines used as drives in contemporary combat aircraft units, systems shown in Fig 1a are
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