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Mini Turbojet Engine

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 MINI TURBOJET ENGINE
by

Syed Muhammad Haris me131027

Yousuf Ali Imran me131051
Faisal Nisar Farooqui me131010
Anas Faheem me131012

Supervisor: Dr. Bilal A. Siddiqui

A thesis submitted to the Faculty of Mechanical Engineering in

fulfillment of the requirements for the ME-492 Design Project II
course of

Bachelor of Engineering
in
Mechanical Engineering

DHA Suffa University

Karachi, Pakistan

© 2017 Syed Muhammad Haris, Dr. Bilal Siddiqui

1
Abstract

This capstone project aimed at designing and manufacturing a miniature turbojet engine

in the 100 lb thrust class. Pakistan currently lacks indigenous capability in this field. The

study was based on first principles model based calculations for designing of compressor

and turbine stages, bearing, lubrication selection, combustor and shaft design.

Manufacturing of most parts was carried out in-house and completely within the city. All

parts were successfully manufactured and designed according to the specifications of the

project. This demonstrated the feasibility of large scale production of this important

technology in the country.

The project is of strategic value to the country in making high speed UAVs and target

drones for anti-aircraft training. This machinery is generally imported at high prices.

However this project illustrated that this technology is quite accessible indigenously.

2
Acknowledgements

It would be an injustice if we do not mention the support and love lent to us by our

parents, siblings, friends and families. They have supported us throughout our sleepless

nights and toil. We would also like to thank our mentor and project advisor, Dr. Bilal

Siddiqui for the countless hours we spent with him in his laboratory making computer

codes, doing design calculations and making plans. Also we would like to appreciate the

efforts of Mr.Hamza Qazi for helping us in the manufacturing matters, both internally

and externally, the lab engineers who were involved in the manufacturing process and

those who gave valuable advices while carrying out this project. Also, we must mention

Mr. Mustafa Pasha in helping us with rotor dynamics, and his insightful critique.

Special thanks to the Mr. Mudassir (Lab Attendant) and Mr. Farrukh Mustehsan (Lab

Engineer) of Machines Lab, who worked along us and gave us key information about the

manufacturing techniques and the places where they can be carried out.

3
Table of Contents

Abstract .............................................................................................................................. 2

Acknowledgements ........................................................................................................... 3

Table of Contents .............................................................................................................. 4

List of Tables ..................................................................................................................... 6

List of Figures .................................................................................................................... 7

Nomenclature .................................................................................................................... 8

Chapter 1: Introduction ........................................................................................... 10

1.1 Motivation ................................................................................................................. 10

1.2 Objective ..................................................................................................................10

1.3 Approach ..................................................................................................................10

Chapter 2: Literature Review .................................................................................. 11

Chapter 3: Design Methodology .............................................................................. 11

3.1 Cycle Calculations ....................................................................................................16

3.2 Compressor Calculations ..........................................................................................22

3.3 Diffuser Calculations ................................................................................................27

3.4 Turbine Calculations .................................................................................................34

3.5 Shaft Calculations .......................................................................................................49

3.6 Fuel Calculations ..............................................................................................59

4
3.7 Combustion Chamber Calculations .................................................................... 60

3.8 Nozzle Thrust Calculations ................................................................................. 61

Chapter 4: Manufacturing Process ........................................................................ 62

4.1 Impeller .......................................................................................................... 62

4.2 Turbine ............................................................................................................ 67

4.3 Shaft ................................................................................................................ 71

4.4 Combustion Chamber ......................................................................................... 72

4.5 Diffuser ........................................................................................................... 74

4.6 Nozzle and Nozzle Guide Vanes ..........................................................................75

4.7 Outer Housing ....................................................................................................76

Chapter 5: Manufacturing Drawings .......................................................................... 77

Chapter 6: Design Analysis ....................................................................................87

Chapter 7: Conclusion ..........................................................................................92

Appendix A: Cycle Calculations .................................................................................... 77

Appendix B: Turbine Derivations .........................................................................98

Appendix C: Abstract ICASE 2017 ......................................................................106

Appendix D: Peer Evaluation Of Team ......................................................................107

5
List of Tables

Table 1 Turbine Data Sheet by Jetcat ™ .................................................................................................. 11

Table 2 Flow and Blade Angle Variation in Turbine Stage from Tip to Root ....................................... 47

6
List of Figures

Figure 1 Gas Turbine Thermodynamic Schematic .................................................................................. 14

Figure 2 The Brayton Cycle ....................................................................................................................... 15

Figure 3 The Simple Turbojet Cycle .......................................................................................... ................17

Figure 4 Turbine Velocity Triangles .......................................................................................................... 34

Figure 5 Superimposed Turbine Velocity Triangles ................................................................................ 37

Figure 6 Anular area change across the turbine stage axially ................................................................. 42

Figure 7 Changes in pressure and velocities across the annular area of turbine ................................... 44

Figure 8 Flow and Blade Angle Variation in Turbine Stage from Tip to Root ...................................... 48

Figure 9 Shaft Layout ................................................................................................................................. 49

Figure 10 Bending Moment Diagram for Shaft ........................................................................................ 51

Figure 11 Turbine Exit Velocity Triangle ................................................................................................. 94

7
Nomenclature

Young’s Modulus of Elasticity (MPa)

Ʌ Degree of Reaction

ṁ Mass flow rate (kg/s)

Cp Specific Heat of at constant pressure (J/kg K)

YR Loss Co-efficient

Greek Letters

Density of Gas/Air ( )

α1,β1 Nozzle blade angles

α2,β2 Rotor blade angles

υ Flow Co-efficient

ψ Temperature Drop Co-efficient

λR Rotor blade loss

γ Ratio of Specific Heats

σ Slip Factor

8
Acronyms

List acronyms (if applicable).E.g.

SUPARCO Pakistan Space and Upper Atmosphere Research Commission

FYP Final Year Project

9
Chapter 1: Introduction

1.1 Motivation

Small Gas turbine engines are increasingly used for numerousmilitary and civil applications. In

military they find application for target drones. In civil sector, it is being used for stationarypower

supply, engine starting and auxiliary power units.

Pakistan currently lacks an indigenous capability in this field; it is generally imported at high

prices, even though the technology is quite accessible locally

1.2 Objective

To design and manufacture a turbojet engine of 100 lb class with in the estimated budget

of Rs. 3,00,000/-.

1.3 Approach

We started from the specifications given to us by SUPARCO and then we followed with

various design methodologies listed on textbooks on the subject. Dr. Bilal’s capstone

thesis and Mr. Raja Sabri Khan’s (of Integrated Dynamics Aerospace Ltd.) insights

became the starting point in this investigation.

10
Chapter 2: Literature Review

Today one major concern regarding the utilization of unmanned aerial vehicles is their

cost, with Pakistan not being self-sufficient in producing turbojet engines. Keeping this

idea in mind, a few approaches to achieve the manufacturing of a turbojet engine locally

have been proposed.

A summary of some of the current manufacturing being done by the Jetcat USA in the

field of turbojet engines is as follows:

Table 1Turbine Data Sheet by Jetcat ™

11
2.1 Gas Turbine

The development of gas combustion systems and turbines was originally started in the

18th century. The first patent was issued to England's John Barber in 1791 for a

combustion turbine. Patents for modern versions of combustion turbines were awarded in

the late nineteenth century to Franz Stolze and Charles Curtis, however early versions of

gas turbines were all impractical because the power necessary to operate the compressors

outweighed the amount of power generated by the turbine. To achieve positive

efficiencies, engineers would have to increase combustion and inlet temperatures beyond

the maximum allowable turbine material temperatures of the day. It was not until the

middle of this century that gas turbines evolved into practical machines , primarily as jet

engines.

After World War II, gas turbine R&D was spurred in some areas and stunted in others. In

an example of R&D expansion, the transfer of detailed turbine plans from Rolls-Royce to

Pratt & Whitney was made as a repayment to the US for its assistance to Great Britain

under the Lend - Lease agreement. This allowed Pratt & Whitney previously specialists

in reciprocating engines, to emerge as a strong developer of combustion turbines.

2.2 Combustor Design

The simultaneous involvement of evaporation, turbulent mixing, ignition and chemical

reaction in gas turbine combustion is too complex for complete theoretical treatment.

Instead, large engine manufacturers undertake expensive engine development programs

to modify previously established designs through trial and error. They also develop their

12
own design rules the experimental results. The design rules provide a means of specifying

the combustor geometry to meet a set of requirements at the given inlet conditions.

2.3 The Design Process

The design procedure gets started by keeping in mind the design specifications which are

given by the customer or by the industrial or market requirement. Usually the

development of high performance turbine is quite expensive, and so expensive that most

large aero engines are developed by multi-national consortia. There are very few

customers who are powerful enough to have an engine built to their requirement, and the

specification usually results from market research. Successful engines are those which

find a variety of applications, and their life-cycle from design to final service use may be

in excess of 50 years. In 1950, the Rolls Royce Dart was in the design stage and remained

in production until 1986 in late 1993 there were still nearly 2000 Darts in service and the

engine can certainly expect to continue into the 21st Century.

The first major design step is to carry out thermodynamic design point studies. These are

detailed calculations taking into account all important factors such as expected

component efficiencies, pressure losses and would be carried out over a range of pressure

ratio and turbine inlet temperature. A value for the specific output (i.e. power per unit

mass flow of air)and specific fuel consumption will be determined for various values of

the cycle parameters. Although in industry these calculations would be done on a digital

computer, it should be clearly understood that there is not a mathematically defined

optimum. For example, at a given turbine inlet temperature a large increase in pressure

ratio may give a minimal improvement in thermal efficiency, and the resulting engine

would be too complex and expensive to be practical. Once the designer has settled on a

13
suitable choice of cycle parameters, he can make use of the specific output to determine

the airflow required to give the specified power.

It should be clearly understood that the choice of cycle parameters is strongly influenced

by the engine size and in particular by the air flow required. The turbine of a 500 kW

engine, for example, would have very small blades which could not be cooled for reasons

of manufacturing complexity and cost the pressure ratio would be restricted to allow

blading to be of a reasonable size, and it might be necessary to use a centrifugal

compressor of somewhat reduced efficiency. A 50 MW unit, on the other hand, could use

sophisticated air-cooled blades and operate at a turbine inlet temperature of over 500 K,

some 300 K higher than the uncooled turbine in the 500 kW engine. The large unit would

also use an axial compressor with a pressure ratio that could be as high as 30:1.

2.4 Gas Turbine Thermodynamic Cycle

Figure 1 Gas Turbine Thermodynamic Schematic

The primary advantage of a this thermodynamic cycle is the high power generated to

weight (or size) ratio, when compared to alternatives. Another advantage is the ability for

it to quickly reach full power. A simple cycle combustion turbine has a lower thermal

14
efficiency than a combined cycle machine. They may be less expensive to build simple

cycle combustion turbines, due to their low efficiency.

Figure 2TheBrayton Cycle

The intake is a critical part in the aircraft engine, having a significant effect on both

engine efficiency and aircraft safety. The prime requirement is to minimize the pressure

loss up to the compressor face while ensuring that the flow enters the compressor with a

uniform pressure and velocity, at all flight conditions. Non-uniform, or distorted, flow

may cause compressor surge which can result in either engine flame-out or severe

mechanical damage due to blade vibration induced by unsteady aerodynamic effects.

Even with a well designed intake, it is difficult to avoid some flow distortion during rapid

manoeuvring.

15
Chapter 3: Design Methodology

3.1 Design Cycle Calculations

The cycle calculations are the basis for designing the different stages of the turbojet

engine, here we will input the desired thrust and the initial conditions which are ambient

and the outlet temperature is taken by the operating conditions of similar systems.

Thrust = 450 N

T03 = 1100 K 827 C

P01 = 101325Pa = 1 bar

T01 = 298 K 25 C

These parameters are assumed at this stage, these efficiencies are to be calculated at the

later stages of the project calculations.

Compressor Ratio: 1.9

Isentropic Efficiency

1. Compressor Efficiency = nc = 0.75

2. Turbine Efficiency = nt = 0.9

3. Intake = ni = 0.93

16
4. Nozzle = nj = 0.95

5. Mechanical Efficiency = nm = 0.99

6.Combustion Efficiency = nb = 0.98

As we have different pressure and temperature conditions, so we will use the temperature

difference equation to determine the temperatures of inlet and outlet at different stages.

Fig 3: The Simple Turbojet Cycle

Initial Conditions:

P01 = 1 bar , T01 = 298 K , a = 345 m/s , P02 = 1.9 bar

T02 - T01 = [( ) k-1/k

–1] (Fig.3 The Simple Turbojet Cycle)

17
Here,

K=1.4,

T02 - T01 = 146.5 K

T02 = 444.51 K (Compressor Outlet Temperature)

The work done by the compressor can now be calculated, as we have the inlet and outlet

temperatures for the compressor.

= Cpa (T02 - T01) (Equation of work flow)

= (1.005) (146.5)

As we have completed the calculations for the compressor stage we will now use the

temperatures to apply the same equations for the turbine stage output calculations.

196 = 1148 (T03- T04)

T03- T04 = 147.979 K

T04 = 1100 – 169 = 952 K (Turbine Outlet Temperature)

18
This temperature will be the outlet temperature for our turbine and this value would be

less because the engine has now extracted the energy from the gas.

P03 = P02 - P02 (0.04)

P03 = 1.824 bar (Turbine Inlet Pressure)

T04'= T03 - (Fig.3 The Simple Turbojet Cycle)

= 1100 -

= 935.5 K

= ( )(k-1)/k (Fig.3 The Simple Turbojet Cycle)

= 0.523

P4 = 1.824 x 0.523 = 0.9539 bar

P4 = 1 bar

(i)

(ii)

(iii)

Putting eq (iii) in eq (ii)

P04 - P4= (iv)

T04= (v)

19
Put in eq (i)

T04-

Re-arranging:

( – )
=√ ( )
–

(Outlet Speed of Air)

This is our outlet speed of the nozzle and this has to be higher as it will generate the

desired thrust. Now we can find out the mass flow rate through this data and further

confirm if we are getting the desired thrust or not.

T4= T04-

T4 = 888.14 K

4 =

4= 0.3975

= =
ṁ

= 0.0081 m²/kg
ṁ

Fs = (C4 – Ca) + (P4 – Pa)

ṁ

Fs = C4 =310 Ns / kg (The outlet velocity of the air)

Now with the help of this we will determine the mass flow rate of the simple turbojet
cycle:

20
ṁ= = = 1.45 kg/s

ṁ 4At C4

By means of the mass of flow rate we are able to calculate the throat area of the portion.

At =

At = 0.011 m²

21
3.2 Compressor Wheel Design Calculations

The aim of this calculation is to find of the angles of root, tip, temperatures, pressures and

depth of impellor channel. The overall diameter for the compressor has been taken from

the systems of similar output to further calculate things required.

The initial data is:

Power input factor (Ψ) 1.04

Slip factor (σ) 0.9

Rotational speed (N) = 32000 rpm = 533.33 rps

Overall diameter (D) = 0.175 m

Eye tip diameter = 0.109 m

Eye root diameter = 0.020 m

Air mass flow (ṁ) = 1.45 kg/s

T01 = 298 k

P01 = 1 bar

nc= 0.78

CP=1005 kJ / kg

22
SOLUTION:

The impeller tip speed can be found out by:

U πxDxN 293.21 m/s

Temperature equivalent of the work done on unit mass flow air is given by:

Ψ σ
T03 - T01 = = 80.06 K

–
= ( )(k-1)/k = 1.94

Power = m x CP (T03 – T01) = 116.6 kW

To find the inlet angle of the vanes it is necessary to determine the inlet velocity which in

this case is axial C1 = Ca1 must satisfy the equation m = p1 A1 Ca1

π
Annulus area of impeller eye (A1) = = 9.17 x 10-3

Based on stagnation condition

1 ≈ = 1.169 kg/m3

Ca1 = = 135.26 m/s

So,

23
 = 9.1027 K

P1 = = 0.8971 bar

1= = 1.082 kg/m3

Check on Ca1:

Ca1 = = 146.143 m/s

Final Trial:

C1 = Ca1 = 150 m/s

Equivalent dynamic temperature is:

= 11.194 K

T1 = T01 - = 286.805 K

P1 = = 0.8745 bar

1 = = 1.0625 kg/m3

24
Ca1 = = 148.822 m/s

This is a good agreement and a further trial using Ca1 = 148.822 m/s is unnecessary

because a small change in C has little effect upon .

Peripheral speed at the impeller eye tip radius

At tip = π x 0.109 X 533.33 = 182.63 m/s

At root π x 0.020 X 533.33 = 33.51 m/s

At root = tan-1 = = 77.31o

At tip = tan-1 = = 39.17o

Making a choice Cr2 = Ca1 = 148.822 m/s

Cw2 = σ x U 263.889 m

= = 45.664 K

Assuming that “half the total loss ,i.e 05(1-nc)= 0.11, occurs in the impeller, the effective

efficiency of compression from p01 to p02 will be 0.89 so that

= (1 + )3.5 = (1.239)3.5

Now,

=( )(k-1)/k , and T02 = T03 = 80.06 + 298 = 378.06 K

25
T2 = T02- = 332.396 K

So,

= 0.637

= x = 1.349

P2 = 1.35 bar

2 = = 1.414 kg/m3

The required area of cross-section of flow in the radial direction at the impeller tip is:

A= = 0.00689 m2

Hence the depth of impeller channel:

Depth of impeller = = .0125 m or 1.25 cm

π

This result will be used when discussing the design of the diffuser in the next section.

26
3.3 Compressor Diffuser Design Calculations

The aim of this calculation is to find out angles and width of diffuser.

Radial width of vaneless space ≈ 2 cm

Approx mean radius of diffuser throat= 0.15 m

Depth of diffuser passage = 1.25 cm

Number of diffuser vanes =12

a) Inlet angle of diffuser vanes

Radius of diffuser vane leading edge

r2 = over all radius + radius width

r2 = 0.0875+0.02

r2 = 0.1075 m

Cwr = constant for constant angular momentum

Cw2 =

Cw2 =

Cw2 = 238.66 m/s

The radial component of velocity can be found by trial and error.

27
 For Cr2:

Area = 2π x r2 x depth of diffuser = 0.00844 m2

Cr2 =

Cr2 x = 171.739 (i)

C22= Cr22 + Cw22

T2 = T02 -

T2 = 378.06 - (ii)

P02 = (1.239)3.5x P01

P02 = (1.239)3.5bar

=( )3.5

P2= ( )3.5

Substituting T2 with eq (ii)

P2= ((378.06 - )x )3.5 .(iii)

28
So, from equation (1)

Cr2 x - 171.739 = 0

The iteration can be done by substituting equation 3 in equation 1 and iterating for

cr2unless both sides become same. Cr2after final iteration is

Cr2 = 111.8 m/s

Assuming Cr2 = 111.8 m/s

= 34.4 K

= (1.239)3.5

Proceeding as before we have:

T2 = 378.06 -34.4

T2 = 343.66 K

( )

1.2393.5x 0.7161 = 1.516

P2 = 1.516 bar

29
 Area of cross action of flow is radial direction:

= 2π x 0.1075 x 0.0125

= 0.00844 m2

= 1.537 kg/m3

Cr2 = = 111.76 m/s

the angle of the diffuser vane leading edge for zero incidence should be:

θ tan-1 ( = 25.092o

b) Assuming throat radius of diffuser = 0.15

Cw2 = 293.21 x = 171.039 m/s

For Cr2

Area = 2π x radius of diffuserthroatxdepth of diffuser = 0.01178 m2

Cr2 =

Cr2 x 123.09 …………………….(eq i)

C22= Cr22 + Cw22

30
T2 = T02 -

T2 = 378.06 - …………………….eq (ii)

P02 = (1.239)3.5x P01

P02 = (1.239)3.5bar

=( )3.5

P2= ( )3.5

Substituting T2with eq (ii)

P2= ((378.06 - )x )3.5…………………….eq (iii)

So, from eq (i)

Cr2 x – 123.0899 = 0

The iteration can be done by substituting equation 3 in equation 1 and iterating for

cr2unless both sides become same. Cr2after final iteration is:

Cr2 = 70.8 m/s

Assuming Cr2 =70.8

31
 = 17.048 K

T2 = 378.06 – 17.048

T2 = 361.012 K

(1.239 x )3.5

P2 = 1.8014 bar

= 1.7386 kg/m3

As first approximation, we may neglect the thickness of diffuser vanes, so that the area of

flow in the radial direction.

Area 2π x 0.15 x 0.0125

Area = 0.01178 m2

Cr2 =

Cr2 = 70.792 m/s

Direction of flow = tan-1 ( =22.484o

Total area of throat passage is:

32
= 0.01178x sin(22.484) = 4.505x10-3 m2

With 12 diffuser vanes the width of the throat in each passage of depth is therefore:

= 0.03 m

33
3.4 Turbine Design Calculations

Figure 3 Turbine Velocity Triangles

The turbine calculations involves the two phases, in the first phase we will see for the

calculations of the turbine wheel and in the second stage we will take in account the

turbine blade profile.

The initial data can be taken from the cycle calculations and as referred from the books

we will assume the losses initially which can be later determined. The pressure ratio and

the mass flow rate are the most important factors when trying to obtain the desired output

from the turbine.

34
For the turbine wheel, there will be assumption for the first angle that comes in contact

and that value can later be iterated from the originally designed angles that can give the

required output.

YR(Loss Coefficient) =

P02rel = 4 bar

P03rel = 3.85 bar

ṁ = 1.45 kg/s

ɳt = 0.9

T01 = 1100 K

T01 - T03 = 70.89 K (Difference b/w the inlet temp. of compressor and turbine)

= 1.873

= 1.014 bar

U = 250 m/s

N = 32,000 rpm

λN= 0.05 (Referred from: HIH Saravanmutto, H.Cohen, "Gas Turbine Theory")

Now the temperature drop that was obtained from the cycle calculations will come in to

use as we will determine the temperature drop coefficient to start calculating the blade

angles.

35
Temperature Drop Coefficient:

= 2296 KJ/Kmol

= 2.779

The gas angles can now be expressed in terms of , A as follows.

tan α = tan β -

α = 10⁰

= 0.95

β = 52.07⁰

tanβ = ( + 2Ʌ)

Ʌ = 0.28

tan α = 0.1763, tan β = 0.1763 + 1.25 = 1.426

1.426= ( + 2Ʌ)

Ʌ = 0.421

This is acceptable.

36
 Figure 4 Superimposed Turbine Velocity Triangles

This degree of reaction is an important factor and is entirely dependent upon the

temperature drop co-efficient. If we have a higher amount of temperature drop co-

efficient then we will get a negative value for reaction. The higher this reaction, the more

we will obtain good results for the future calculations.

tanβ = ( - 2Ʌ)

β = 20⁰

tan α = tan β +

α = 55.21⁰

From the geometry of the velocity diagram,

α =Ux

α = 228 m/s

α
=
α

37
 = 399.6 m/s

The temperature equivalent of outlet velocity:

T02 - T2 = = 69.547 K

Since, T02 = T01 = 1100 K, T2 = 1030.54 K

T2 - T2' = λN x

T2' = 1026.97 K

For P2 (Isentropic Relation):

= ( ) γ /γ-1

Ignoring the effect of friction on the critical pressure ratio, and putting γ 1.33

P2 = 1.3854 bar

= (γ )γ /γ-1 = 1.8524

< (This means that the nozzles are not choking)

2 =

2 = 0.468 kg/m³

38
A2= = 0.0135 m²
α

If the pressure ratio had been slightly above the critical value it would be acceptable if a

check on Mv2proved satisfactory, 2and A2would be unchanged. But the mass flow rate

needs to be determined if we want to get the throat area.

For 1st & 3rd Stage:

α
α = = = = 231.35 m/s
α

= 23.31 K

T1 = T01 - = 1076.7 K

= ( ) γ /γ-1

= 1.674 bar

1 = = 0.541 kg/m³

A1 = = 2.489 x 10-3 m²
α

39
Similarly at Outlet Stage:

T03 = T01 - = 1100 - 70.89 = 1029 K

T3 =T03 - = 1029 - 23.31 = 1005.69 K

= ( ) γ /γ-1

P3 = 1.748 bar

3=

= 0.609kg/m3

A3 =

A3 =

= 0.01044 m2

The blade height and annulus radius ratio at stations 1,2 and 3 can now be established. At

the mean diameter, we use the subscript 'm'.

Mean Velocity

Um = 2π x Nrm

rm= = 0.070m

40
Annulus area can be found out by using the mean velocity of the turbine along with the

suitable rotational speed that we selected at the start of the calculations, the height to

width ratio is 1:3 for the design, from these calculations we will obtain the heights for

both turbine and nozzle.

A 2πrmh =

the height and radius ratio of the annulus can be found from:

h=

h1 =

h1= 5.6x10-3m

h2= 0.03m

h3= 0.023m

41
 Figure 5Anular area change across the turbine stage axially

The root to tip ratio for all the radii are required to get the variation of the root and tip

angles for the different stages i.e. The turbine and The nozzle.

= 1.18

= 1.3

= 1.32

M3 = =

M3= 0.472

This could be safely increased to reduce the flare if desired, but the most important matter

here is that most of the equations that we have derived are not applicable if the velocities

at 2nd and 3rd stages are not the same.

42
 = tanα2 – tanβ2 & = tanβ3 –tanα3

and the temperature drop coefficient becomes:

Ψ= (Cα2tanα2 + Cα3tanα3)

α α
= (tanβ2 + β )
α

=( )

T3 = = 914.13K
( )

We also require the temperature equivalent of the outlet kinetic energy relative to the

blading.

V3 = = = 437.5 m/s

= = 97.8K

Then λR = = = -0.178.

43
 Figure 6Changes in pressure and velocities across the annular area of turbine

Cw2r = rCα2 tanα2 = constant

Cα2 = constant

Hence α2,

tanα2 = ( )2 tanα2m

There is a swirl at outlet from the edge

tan α3 = ( )3 tan α3m

The gas angles at inlet to the rotor blade, β2, can then be found using equation

tanβ2 = tanα2 -

=( )2 tan α2m – 2

44
and similarly β3 is given by

tanβ3 = 2 tan α3m +

rr2 = rm -

rr2 = 0.065 – (0.017/2) = 0.0565m

rr3 = rm–(0.018/2)

rr3= 0.056m

rt3 = 0.074m

rt2 = rm + = 0.0735m

( )2= 1.5 ( )2 = 0884 ( )3 =1.16 ( )3 = 0.878

tan α2 = ( )2 tan α2m

tan α2 = x tan 62.21o

α2= 59.20o (tip)

tan α3 = 3 tan α3m

tan α3 = x tan 10o

45
α3 = 8.804o (tip)

tan β2 = tanα2 – 2

tan β2 = tan (59.20) -

β2= 0.264o (tip)

tan β3 = ( )3 tan α3m +( 3

β3 = 57.63o (tip)

tan α2 = ( )2 tan α2m

tan α2 = tan 62.21o

α2 = 65.38o (root)

tan α3 = 3 tan α3m

tan α3 = x tan 10o

α3 = 11.56o (root)

tan β2 = ( )2 tan α2m -( 2

tan β2 = ( ) tan(62.21o)-( 2

46
β2 = 47.63o (root)

tan β3 = ( )3 tan α3m +( 3

tan β2 = ( ) tan(10o)+( 2x

β3 = 52.035o (root)

We will merely calculate the angles at the root and tip, although in practice they would be

determined at several stations up the blade to define the twist more precisely. We will at

the same time clear up two loose ends: we have to check that there is some positive

reaction at the root radius, and that the Mach number relative to the rotor blade at inlet,

MV2, is nowhere higher than say 0.75.

α2 β2 α3 β3

Tip 59.20o 0.264o 8.804o 57.63o

Root 65.38o 47.63o 11.56o 52.035o

Table 2 Flow and Blade Angle Variation in Turbine Stage from Tip to Root

47
 Figure 7 Flowand Blade Angle Variation in Turbine Stage from Tip to Root

Mach No. at V2:

Vrr= Cα2 sec β2r = 272 sec(47.63o) = 403.61 m/s

C2r =Cα2 sec α2r = 272 sec (65.38o) = 652.9m/s

T2r = T02 – = 1100 – = 914.33K

(Mr2)r = = = 0.682

48
3.5 Shaft Design Calculations

For the shaft calculations, a layout for the shaft was decided which included a compressor

and turbine at the two ends and two bearings in between which are fixed to provide the

supports for the shaft. Design methodology fromShigley's Mechanical Engineering

Design Book.

After the initial designing of the compressor and turbine, we got an idea about the mass

of the two and hence we first calculated the weights for both which is are as follows:

Cr= 33.354 N (Compressor)

Tr = 68.67 N (Turbine)

Figure 8 Shaft Layout

49
FREE BODY DIAGRAM:

CALCULATION OF REACTIONS:

ƩFy = RAy- Cr- Tr+RBy= 0

RAy- 33.354- 68.67+RBy

RAy+RBy= 102.024 ---------- Eq (i)

Now taking Moment along y-axis:

ƩMy = 33.354(0.03) + RBy(0.54) - 68.67(0.57)

RBy= 70.632 N

RAy= 31.392 N

50
 Figure 9 Bending Moment Diagram for Shaft

Ma √(41.378 + 267 )

Ma= 270.18 N.m

Tm=

Tm= 37.10 N.m

51
Now we have the reactions at both the bearings and also have the alternating moment and

mean torque for the shaft, by placing these values into the prescribed design criteria we

can determine the diameter for the section of shaft and hence we can look for the factor

of safety.

From Table 7-1 (Shigley's Mechanical Engineering Design):

Kt= 1.7 ,Kts= 1.5 and for quick conservative first pass, assume Kf= Kt, Kts= Kfs

Sut= 400 MPa (Mild Steel)

ka= 4.51(400)-0.265

ka= 0.921

Now for further calculations for diameter of the shaft, we will have to make some guess.

kb= 0.9

kc= kd= ke=1

Se = kax kb xkcxkdxke x Sut

Se= 165.78 MPa

d={ ( + )}1/3

d = 0.0354 m

d = 35.4 mm

52
All assumptions till now have been conservative so we will select a value which would

be less than 35.4 mm.

A typical D/d ratio for support at a shoulder is 1.2, thus our D = 40.8 mm. A nominal 40

mm cold drawn shaft diameter can be used and for the fillet radius we have assumed a

value of r/d = 0.1. below we performed a check to see if the assumptions are acceptable

or not.

Kt= 1.7 (Fig. A-15-19) (Shigley's Mechanical Engineering Design)

q = 0.8

Kf = 1 + q(Kt- 1)

Kf= 1.56

Kts= 1.42 (Fig. A-15-8) qs= 0.96 (Fig:6-21)

Kfs= 1 + 0.96(1.42 - 1)

Kfs= 1.4032

Now for Kawe are taking the same value as before i.e. 0.921

-0.107
Kb =

Kb = 0.852

Se = kax kb xkcxkdxke x Se'

Se= 156.93 MPa

53
σa'=

σa' = 109.2 MPa

2 1/2
σm' = [3 ]

σm' = 11.6 MPa

To evaluate the factor of safety we will use the Goodman criterion.

σ σ
= +

nf = 1.4

The value of factor of safety is higher than 1, that means we can continue with this

diameter for our design conditions.

We can also check for the yielding of the material.

ny=
σ σ

ny= 2.05

Now we will be checking this diameter at any critical point and we will take a sharp

shoulder fillet (r/d = 0.02). Estimate M = 200 N.m

d = 34(0.02) = 0.68 mm

Kt= 2.48 (Fig. A-15-19) (Shigley's Mechanical Engineering Design)

q = 0.7

Kf = 1 + q(Kt- 1)

54
Kf= 2.036

Kts= 2.6 (Fig. A-15-8) qs= 0.85 (Fig:6-21)

Kfs= 1 + 0.85(2.6 - 1)

Kfs= 2.36

σa'=

σa' = 105.5 MPa

2 1/2
σm' = [3 ]

σm' = 105.9 MPa

To evaluate the factor of safety we will use the Goodman criterion.

σ σ
= +

nf = 1.067

Here we can see that we haven't achieved a significantly higher value of factor of safety

so we can conclude that using mild steel of higher strength can help us achieve a good

value for the factor of safety.

Moving further we will now have a quick check if point at the last shoulder might be

critical or not, there only bending is present and the moment is small but the stress

55
concentration is high for a sharp fillet required.

From the moment diagram, the estimated M at the shoulder would be around M = 15 N.m

Kt= 2.7 (Fig. A-15-19) (Shigley's Mechanical Engineering Design)

d = 12.5 mm

r/d = 0.02 = 0.25

q = 0.48

Kf = 1 + q(Kt- 1)

Kf= 1.816

σa =

σa = 142 MPa

nf=
σ

nf= 1.12

This value infers that we should use a higher strength material in order to obtain a better

value of factor of safety for the last part of the shaft that is going to carry the load of the

compressor on one side and turbine on the other side.

56
CRITICAL SPEED OF SHAFT:

FREE BODY DIAGRAM:

7.245 N 4.216 N

80mm 50mm

12.5mm

110mm 110mm

Second Moment of Area:

I=

I = 1.198 x 10-9 m4

6EI x L = 6(193x109) x (1.198x10-9) x (0.375)

= 520.231 N.m³

57
Influence Coefficients:

δ11 = = 2.141 x 10-6 m/N

δ22= = 1.015 x 10-6 m/N

δ12 δ21= = 4.709 x 10-7 m/N

Now we will find the critical speed of the shaft using Rayleigh's Equation:

Y1= δ
1 11+ δ
2 12 = (7.245)(2.141 x 10-6) + (4.216)(4.709 x 10-7) = 1.749 x 10-5 m

Y2 = δ
1 21+ δ
2 22 = (7.245)(4.709 x 10-7) + (4.216)(1.015 x 10-6) = 7.69 x 10-6 m

Ʃ iYi = (7.245)(1.749 x 10-5) + (4.216)(7.69 x 10-6) = 1.591 x 10-4 N.m

Ʃ iYi²=(7.245)(1.749 x 10-5)² + (4.216)(7.69 x 10-6)² = 2.465 x 10-9 N.m²

1= √ = 795.72 rad/s

= 7602.42 rpm (The Critical Speed of the shaft)

58
3.6 Fuel Flow Calculations:

In order to select the fuel pump for the combustion chamber fuel supply a good idea for

the required fuel flow rate according to the mass flow rate was needed to be determined

and hence the following calculations were performed to get a value for the fuel flow rate.

f=0.0165

mf = fm

mf = 0.0165 x 1.45 = 0.023925 kg/s = 86.13 kg/hr

= = 0.10766 m3/hr = 107.66 lit/hr

mf 28.709 ≈ 30 gal/hr

59
3.7 Combustion Chamber Calculations:

The combustion chamber for this turbojet engine was upsized from a similar design that

was prescribed by Kurt Shreckling, following his experience in this field we decided to

upscale his existing design according to the ratio of the mass flow rate that was calculated

initially in this report.

K=

γ
=

γ
K=

= x

= 7.8

By comparing the areas and densities in these flows we were able to get an idea about the

upscaling of the combustion chamber for our turbojet engine.

60
3.8 Nozzle Thrust Calculations

At = √ ( )

= = 2.94

= √

= 0.0063 m2 = 63cm2

T=T04 (1+ )-1 = 952 x = 817.16 K

a=v= = 558 m/s

Ft = mVext =558 x 1.45 = 810 N

61
Chapter 4: Manufacturing Process

4.1 Impeller:

The impeller design was the most critical in terms of manufacturing as it had curved

surfaces and narrow inner surfaces which required highly precise finishing. The

component had to rotate at a very high rate i.e. 32,000 rpm so it was essential to make an

impeller that is structurally balanced. The material requirement was not much dependant

on strength but being light weight was more important as it had rotate at a very high RPM

but at ambient conditions.

In order to carry out the manufacturing in the least possible budget, there was some

experimentation required for the manufacturing and with Sand Casting being the most

economical and accessible option, we went for the 3D printing of a pattern first.

3D Printed Impeller:

DSU has a state of the art Computer Integrated Manufacturing facility which is equipped

with a modern 3D printing machine. The initial design was fed into the machine to get a

plastic 3D printed pattern which can later be used for sand casting.

Material: Polypropylene

Cost: Rs. 3,000

Time to complete: 9 hours

62
 3D Printed Impeller

Aluminum Sand Casted Impeller:

After getting a smooth pattern from 3D printing, the pattern was used to experiment a

piece from sand casting. It was a feasible option and that is why it was tried first although

this process is not used for the manufacturing of high precision components.

63
Material: Aluminum 6061

Cost: Rs. 1,000

Time to complete: 2 days

Sand casted Impeller

Aluminum Sand Casted and Machined Impeller:

After having a look at the previous product obtained, it looked much convincing to us to

go with sand casting as the casted piece didn't have that much defects or irregularities in

the shapes that was expected. We tried to have a much more smoother pattern this time

64
by applying a coating of plaster of paris on the pattern and the part obtained from

machining was further machined to obtain a well finished impeller.

Material: Aluminum 6061

Cost: Rs. 5,000

Time to complete: 7 days

Sand Casted and machined Impeller

CNC Machined Impeller:

Saving the costs is always a priority for any engineer, but when the part is that much

critical and is working under high pressure conditions then one always needs to ensure

that it will work properly. The impeller made from casting turned out to be really good in

65
terms of the results that one can obtain from casting but still it has many balancing issues.

The impeller has to rotate at very high velocity so the team couldn't take any chance with

even any minor unbalance. At first it looked difficult but the team was able to find a

source to get the impeller CNC machined in minimal cost and from a local machining

facility. A 3-axis CNC was used to manufacture the impeller using the same aluminum

alloy.

Material: Aluminum 6061

Cost: Rs. 35,000 (Including Material Cost)

Time to complete: 8 days

CNC machined Impeller

66
4.2 Turbine:

Another challenge for the team was the manufacturing of turbine as it also had curved

blades and was only possible to manufacture through machining or investment casting

techniques. Due to the budget and time constraints the team was looking for alternate

solutions that can be both time saving and economical. In this regard, the manufacturing

of the turbine was achieved through the process that was followed by Kurt Shreckling for

making his Turbojet that was quite smaller in size and output but had quite the similar

design to that of ours. The manufacturing was carried out in the following way:

1st Attempt:

Disc Cutting:

A metal sheet of steel was purchased and then cut into a circular shape according to the

required dia. For this purpose the disc cutting facility at DSU was used.

Drilling:

A through hole as made in the centre of the disc to obtain a joining point with shaft. This

operation was performed using lathe machine facility at DSU.

67
Slotting:

The Kurt Schreckling technique involved the bending of multiple slotted sections of the

disc into twisted blades so in order to follow his method we made slots as well using saw

machine but they turned out to be much narrow in size and non-alligned from the centre.

It was a cheap solution but it didn't work out like it was expected to be.

Material: Stainless Steel 316L

Cost: Rs. 3,000 (Including material cost)

Time to complete: 4 days

Slotted Turbine Disc

68
2nd Attempt:

Wire Cutting:

After failing to make well aligned slots through saw machine we went for the wire

cutting technique which gives accurate cutting and well aligned slots on the whole disc.

For this purpose a wire cutting facility outside the university was used.

Wire Cut Turbine Disc

69
Twisting the Blades:

The slotted disc was to be twisted to make the blade profile. It was one of the most

complex tasks in manufacturing and was carried out with great expertise as all the blades

were to be twisted but to a same angle and given same profile. For this purpose the

stainless steel disc was heated to certain temperature on which it becomes easy to shape it

and was twisted, furthermore it was coated with a coating that prevented it from bending

from other positions upon the exposure to heat. A well alligned turbine wheel was made

through this process.

Material: Stainless Steel 316L

Cost: Rs. 5,000

Time to complete: 9 days

70
 Twisted Blades Turbine Wheel

4.3 Shaft:

The shaft was designed to be quite simple in terms of manufacturing and it had the

following processes involved in manufacturing:

1. Facing.

2. Turning.

3. Taper Turning.

4. Threading.

Material: Stainless Steel 304L

Cost: Rs. 4,000 (Including material cost)

Time to complete: 4 days

71
 Stainless Steel Shaft

4.4 Combustion Chamber:

The combustion chamber consisted of thin structure both from the inside and the outside

so sheet metal working was carried out for its manufacturing and due to high temperature

during the operation of the engine a material with high temperature resistance was chosen

for it. The processes involved in its manufacturing were as follows:

1. Rolling

2. Punching.

3. Welding.

Material: Stainless Steel 316L

Cost: Rs. 4,000 (Including Material Cost)

Time to complete: 3 days

72
 Combustion Chamber

Combustion Chamber Cone

73
4.5 Diffuser:

The diffuser was to perform no rotation in the engine so the material selection for it was

not a much complicated task and we had to choose something that is light in weight. The

design didn't have any curved surfaces so it was easy to manufacture using a 3-axis CNC

machine and the manufacturing was carried out in the CIM at DSU.

Material: Aluminum 6061

Cost: Rs. 2,000 ( Material Cost)

Time to complete: 5 days

CNC machined diffuser

74
4.6 Nozzle and Nozzle Guide Vanes:

The nozzle assembly components also consisted of thin inner and outer bodies and hence

they were also manufactured through sheet metal working by applying the same

procedures to that combustion chamber.

Material: Stainless Steel 304L

Cost: Rs. 12,000 (Including Material Cost)

Time to complete: 4 days

Nozzle Guide Vanes

75
4.7 Outer Housing:

This part of the engine has to manufactured in the last considering all the dimensional

and geometrical changes that might be made while manufacturing the other components

and this housing is also providing the supports for the rotor and other parts of the engine.

It was also made through sheet metal working.

Material: Stainless Steel 304L

Cost: Rs. 2,000

Time to complete: 2 days

Outer Housing

76
Chapter 5: Manufacturing Drawings

Impeller:

77
Turbine:

78
Shaft:

79
Combustion Chamber:

80
Nozzle:

81
Combustion Coil:

82
Diffuser:

83
Impeller Shroud:

84
Sleeve:

85
Housing:

86
Chapter 6: Design Analysis

6.1 Shaft Critical Speed Analysis:

Radius of Compressor: 0.085 m

Radius of Turbine: 0.07 m

Material of Compressor: Aluminum 6061

Material of Turbine: Stainless Steel 316L

Fw1 at 65.75 Hz = 3945 rpm

Fw1 at 55.043 Hz

Fw 171.734 Hz ≈ 10300 rpm

BW 65.746 Hz ≈ 3945 rpm

87
τ 2700 kg/m3

MT = 2.806 kg

π
Using logarithmic equation solved by Rayleigh Ritz trial function Sin ( )

These results were obtained through the analysis on Mathcad by using the Rayleigh Ritz

relation used in the research paper on the topic "Failure of a high pressure turbine blade"

by Asst. Prof Muhammad Mustafa Usman Pasha.

ANSYS APDL Validation:

88
89
Through these APDL simulations we were able to evaluate the Rayleigh Ritz estimation

for the forward and backward whirls and different RPMs. Moreover, these results were

also compared to the critical speed of the shaft that was initially calculated in the Shaft

Design chapter.

From the above estimations we can conclude that the natural frequency of the rotor

system lies between a value of 6,000 to 10,000 RPM. The rotor system will be operating

at a much higher RPM and hence if the impeller and turbine are balanced it will not cause

much problems in terms of rotor balancing.

90
6.2 Impeller Analysis:

At 32,000 RPM

Equivalent Von-Mises Stress:

Equivalent Von-Mises Strain:

From the above results we can conclude that the impeller will not fail during the

operation as the maximum von-mises stress is below the UTS of the material Aluminum

6061 which is 310 MPa.

91
Chapter 7: Conclusion

Going through this project was a learning experience for both the supervisor and the

team, everything was done according to the procedure and a good understanding was also

developed both in the fields of designing and manufacturing. After that much learning

and hardwork there has to come a achievement and we achieved in terms of acceptance

as our abstract paper was accepted at ICASE 2017 namely " Bilal A. Siddiqui et al,

“Design Optimization and Manufacture of a 100 lb Turbojet Engine”, 5th International

Conference on Aerospace Science and Engineering (ICASE 2017)November 14 - 16,

2017 Institute of Space Technology, Islamabad, Pakistan."

The aim of this project was not just only designing but also to manufacture it locally and

proving the fact that Pakistan is capable of developing Turbojet Engines on its own. With

such detailed designing and a good idea about the manufacturing techniques we were

able to manufacture all of the components locally with in a budget of Rs. 1,00,000/-

which is 3 times lesser than the proposed budget for this project. The assembly is going

on as this report is getting submitted and a detailed testing for every component will also

be performed in order to make sure the proper working of the engine.

This project not only has related the theoretical knowledge of the students to a practical

implementation but it has also provided them the knowledge and experience one should

have if they wish to develop a product. Pakistan is a country which has lack of

technology as compared to the countries that are globally known as the top manufacturers

of these engines and while carrying out this project the students were able to learn and

deal with challenges they might face doing any project locally of this calibre.

92
The team had to deal with both budget and time constraints and they couldn't

compromise on any of the design requirements. Like all other fellow projects, it was

difficult to design a turbojet engine having so many calculations but on the other hand it

helped the members to polish their both analytical and software skills.

Turbojet Engine up till now isn't manufactured locally but if this project gets recognition

and some resources are there to work on, then it would definitely go on to become a

product that our country can develop on its own, the main reason and benefit of this

project is to make others able to manufacture these turbojet engines locally saving a lot of

cost that we have to pay on imported engines. Further research is aimed for this project

which in turn will give much more ideas of a much smaller and higher thrust generating

engine. Also it will give more ideas about the best methods and reasonable methods to

achieve the manufacturing of these engines at places that are not technologically on the

front line.

With the help of this thesis, one can always develop their own designs and manufacturing

techniques and can be able to achieve the goals that we have achieved saving a lot of cost

on the project and gaining a lot of experience and knowledge.

93
 Appendix A: Cycle Calculations

Desired Thrust is 100 lbs = 444.8225 N ≈ 445 N

Figure 10 Turbine Exit Velocity Triangle

From this velocity triangle we will carry out a mathematical estimate at the maximum

thrust of the turbojet engine and to simplify the matters we will ignore the effect of the

outlet nozzle.

The initial guess for the outer and inner diameter is as follows:

Do = 0.35 m

Di/Do = 2/3

Di = 0.233 m

The maximum peripheral velocity for our selected material (Stainless Steel) for the

turbine wheel is set through the strength of the material:

Vmax = 250 m/s

(Reference: Dr. Bilal Siddiqui's FYP Thesis)

Peripheral velocity for turbine:

94
 S = [DxN] / 229

S = [0.35 x 120000] / 229

U = 183.406 m/s

Maximum blade temperature for stainless steel will be:

Tmax = 600 ⁰C or 873 K

From this data we can determine the maximum rotational speed:

Nmax = [Umax/do. π]x 60

Nmax = 13640.083 rpm

For further calculations we need turbine's mean peripheral speed Um:

Um = dm .π .Nmax

Um = [(0.35 + 0.233) /2] x 3.142 x (13640.083/60)

Um = 208.214 m/s

As we don't have a certain value for the outlet blade angle, we take an arbitrary value:

β = 55⁰

95
By using trigonometry we can calculate the outlet speed C2 as:

C₂ = U∞ / tan β

C2 = 208.214 / tan 55⁰

C2 = 145.793 m/s

Now we need the mass flow rate to get the thrust:

Since the exhausted gas is expanded to ambient pressure, its density is easy to calculate

by comparing it with STP [1.01 Bar ; 273K ; 1.23 kg/cu.m]

ρ = ρN x 273/873

ρN = 101325 / 287 x 273

ρN = 1.29 kg/m³

ρ = 1.29 x [273/873]

ρ = 0.4 kg/m³

Now we have the outlet cross section A, Density and outlet speed, we can calculate mass

flow rate:

m = ρAC2

96
 A = (do²-di²). π/4

A = 0.0535 m²

m = 0.4 x 0.0535 x 145.793 = 3.119 kg/s

We can now calculate the thrust F:

F = m . C2

F = 454.87 N

97
 Appendix-B: Turbine Derivations

ṁ 2 A2Cα2

ṁ 2 A2 --------------------- eq # 01

Cα2=

= 2

2 = -------- eq # 02

T2= T01 -

T2' = T2 - λN = T01 - (1+ λN)

At NGV inlet:

ṁ 1 A1C1

Since,

T1 = T01 -

P1 =P01 ( ) k-1/k

98
 1 =

1 = (
X T01 - )1/k-1

(T
=
01 - )1/k-1

( )
=√

Ws = U ( )

=( )

= +

=2 -------------------- eq # 01

Ʌ=

99
T1- T3 = T01 - T03 - +

T01 - T03 =

T1 - T3 = - (C1² - C3²)

T1 - T3 = ( +C3² - C1²)

T2 - T3 = T02 - T03 - +

T01 = T02

T02 - T03 = T01 - T03 =

T1 - T3 = - +

Ʌ=

Ʌ=

100
 =

C2 =

C3 =

Unknowns,

C1

C2

C3

Now write the 3 equations for mass flow rate for different stages:

ṁ ACα

P2 =P01 ( ) k/k-1

101
 2=

At Turbine Outlet:

T03 = T4- = T03 -

(T03 - ) 1/k-1
=

( )
=√

Therefore, equation 1 to 7 represent a system of non-linear equations which solved

simultaneously will result in

C1

C2

C3

For the given:

102
A1 U T01 P01

A2 T02 P02

A3 ψ T03 P03

This format can be altered by exchanging some inputs and some outputs.

103
 REFERENCES

[1] Dr. I. Halliwell, “Candidate Engines for a Supersonic Business Jet”, Joint

AIAAFoundation/ASME.IGTI Student Design Competition 2013/14, Reston, VA, U.S,

2013.

[2] K. G. Kyprianidis, “Future Aero Engine Designs: An Evolving Vision, Advances in

Gas Turbine Technology”, InTech, Dr. Ernesto Benini (Ed.), ISBN: 978-953-307-611-9

,doi: 10.5772/19689, 2011

[3] K.G. Kyprianidis, T. Grönstedt, S.O.T. Ogaji, P. Pilidis, R. Singh, “Assessment of

Future Aero - engine Designs With Intercooled and Intercooled Recuperated Cores ”,

ASME Journal of Engineering for Gas Turbines and Power, Vol. 133, pp. 011701-1 –

011701-10, doi: 10.1115/1.4001982, January, 2011.

[4] T. Lindquist, R. Stieger, M. Hillel,”Recuperated Small Gas Turbines – Recuperator

Installation”, SEAS DTC Technical Conference, Edinburgh, UK, 2008.

[5] L. Larsson, T. Grönstedt, K.G. Kyprianidis, “Conceptual Design and Mission

Analysis for a Geared Turbofan and an Open Rotor Configuration”, Proceedings of

ASME Turbo Expo, GT2011-46451, Vancouver, 2011.

[6] D.P Raymer, “Use of Computers in the Conceptual Design Process”, Aircraft Design

Short Course, Dayton, Ohio, 1984.

104
[7] S.N. Patnaik, D.A Hopkins, “General-purpose optimization method for

multidisciplinarydesign applications”, Advances in Engineering Software 31, pp. 57-63,

June, 1999.

[8] P. Jeschke, J. Kurzke, R. Schaber, C. Riegler,”Preliminary Gas Turbine Design Using

the Multi disciplinary, Design System MOPEDS”, Journal of Engineering for Gas

Turbines and Power, Vol. 126, pp. 258 – 264, April, 2004.

[9] www.scribd.com

[10]www.web.mit.edu

[11] en.wikipedia.org

[12] www.tjprc.org

[13] mdh.diva-portal.org

[14] Gas Turbine Theory, 5th edition by HIHSaravanamuttoo, GFC Rogers, H Cohen

[15] Bilal A. Siddiqui et al, “Design Optimization and Manufacture of a 100 lb Turbojet

Engine”, 5th International Conference on Aerospace Science and Engineering (ICASE

2017)November 14 - 16, 2017 Institute of Space Technology, Islamabad, Pakistan.

105
Appendix C: Abstract ICASE 2017 IST Islamabad

Design Optimization and Manufacture of a 100 lb Turbojet Engine

B.A. Siddiqui1, S.M. Haris1, Y.A. Imran1, A. Faheem1 andF. Farooqi1

DHA Suffa University, Karachi, Pakistan1

B.A. Siddiqui (airbilal@dsu.edu.pk)1

Abstract

Propeller driven aircraft rapidly lose performance as blade tips approach sonic speed. Jet
propulsion, an invention during WW-2 is one of the technologies which revolutionized
flight by producing nearly constant thrust available during the entire speed envelope.
However, to achieve this jet engines generally run at very high shaft speeds and the
turbine is exposed to high temperatures. Therefore, designing jet engines is not trivial and
is dependent on conflicting requirements of materials, speeds, temperatures and
structures. This works details the design and development of a 100 lb thrust turbojet
engine designed for high speed target drones. First principles are used to optimize the
basic parameters of the engine based on an in-house developed Matlab code, and FEA is
used to design for structural strength. The result is a 150mm axial turbine made of
stainless steel with a 175 mm aluminum centrifugal compressor, both running at 40,000
rpm mounted on ceramic bearings. Extensive simulations show fidelity of the design,
while manufacturing details are also reported. This work demonstrates that local
manufacture of jet engines for national needs is very muchachievable.

Keywords: turbojet; propulsion; steel; aluminum; centrifugal compressor; axial turbine

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 Appendix D: Peer Evaluation of Team Members:

Relative Contribution
Quality of Work
Dependability

Participation
Cooperation

Innovation
Team Member

Syed Muhammad Haris 5 4 5 4 3 5

AnasFaheem 5 3 4 5 4 4

Faisal Nisar 5 4 4 5 5 4

YousufAli Imran 5 3 4 5 4 5

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