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Fan – low pressure compressor –50 to 40 °C 6 stage high pressure compressor 300 – 650 °C Cold bypass air 8 stage intermediate pressure compressor 50 – 300 °C Combustion chamber 2000 °C Turbine: - HP 1 stage - 1500 °C IP 1stage - 1200 °C LP 5stage -900°C Figure 1. The principle of gas turbine operation: suck, squeeze, bang, blow. engineering and unshakeable physical principles that support this undertaking. Having worked within Rolls-Royce, and fortunately spent time within various departments (stress, thermals, materials and ‘lifing’1, design etc), I have gained an appreciation of the engineering effort, in terms of performance, safety and reliability, that supports the nine tonnes of rotating machinery below the wing, and am as a result always confident and happy to be onboard. As suggested above, the fact that we now take flight for granted has only come to pass due to the continued drive of aero-engine manufacturers to improve engine performance. Over time there have been very clear trends in improved engine efficiency, power and safety, all achieved at a relatively low cost to you the traveller. Within the following paragraphs I hope to briefly describe to you the workings of this simple machine, and discuss some of the technology and ingenuity that successfully drive it millions of miles a year. Suck, squeeze, bang, blow The principle of gas turbine operation is relatively simple (figure 1): • Suck: air is sucked in through the fan at the front of the engine 1 The term ‘lifing’ refers to the analysis of a material’s fatigue properties, and the determination of a cyclic ‘life’ (cycles to failure) when it is subjected to a given alternating stress level. November 2003 • Squeeze: the air is then squeezed to many times atmospheric pressure • Bang: within the combustion chamber fuel is mixed with the air and is ignited • Blow: the hot air expands and is blown out of the rear of the engine. Sir Frank Whittle designed and built the first jet engine in 1941. Because of their major advantages in terms of power, efficiency at high speed and simplicity, jet engines rapidly became the preferred option for air travel. Rolls-Royce has had many firsts within the commercial gas turbine industry since Whittle’s innovation, a trend that we maintain to this day. For example, Rolls-Royce produced the Dart, the first gas turbine in civil flight, and the Conway, the first Bypass engine. Our current products include the Trent series of gas turbines—engines that incorporate many cutting-edge technologies and that have become synonymous with reliability and efficiency. The RB211 family of engines (the RB211-524G is used to power the Boeing 747, and is the precursor to the Trent family) has accumulated over 75 million hours of flying, a figure that equates to more than 46 billion km, or flying to the sun and back over 150 times. The Trent has helped us to secure a large proportion of new engine sales, and as such Rolls-Royce is now recognized as the second biggest aero-engine manufacturer, and currently lists 38 of the top 50 airlines amongst its customers. PHYSICS EDUCA TION 505 Gas turbine technologyPDF Image | Gas turbine technology Rolls Royce
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