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1
Feilden, G. B. R. "Lionel Haworth. 4 August 1912 — 12 April 2000." Biographical Memoirs of Fellows of the Royal Society 51 (January 2005): 195–220. http://dx.doi.org/10.1098/rsbm.2005.0013.
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Lionel Haworth was one of the leading aero engine designers in the world. After initial training in 1934 to 1936 with the Associated Equipment Company of Southall–the builders of London's buses—he moved to Rolls–Royce, Derby, where he worked until 1963 when he transferred to the Bristol Siddeley engine company, which merged with Rolls–Royce in 1966. Throughout his career he was very much a 'hands on' engineer who insisted in keeping close to work on any new engine for which he was responsible. He worked on Rolls–Royce engines for aircraft ranging from the Meteor to Concorde, his crowning achievement in Derby being the Dart engine, which was an extremely successful, admirably simple turboprop that powered the Vickers Viscount and 11 other aircraft and had a wide influence on the future of civil aviation around the world. In Bristol, as Chief Designer, he took overall responsibility for the Concorde, Harrier and Tornado as well as all other aero engines being developed and built by Rolls–Royce, Bristol, between 1963 and 1977.
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Tipton, Leighton P. J. "Bearing Load Measurements on a 3-Shaft Gas Turbine." Applied Mechanics and Materials 1-2 (September 2004): 225–32. http://dx.doi.org/10.4028/www.scientific.net/amm.1-2.225.
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Axial location bearings are used to carry the load imbalance between the forward thrust of an aero-engine’s compressor and the rearwards drag of the turbine that drives the compressor’s rotation. The large gas turbines manufactured by Rolls-Royce have three independently rotating compressor/turbine stages, namely the low pressure (LP), the intermediate pressure (IP) and high pressure (HP) systems. The load imbalance, or bearing load, associated with each of these systems must be assessed during an engines development phase in order to confirm the reliability of the bearings throughout the operating life of the engine. The methods employed by Rolls-Royce to quantify the bearing loads on their modern range of gas turbines are discussed, including the most recent technique using modified engine structures to act as load measuring devices. Particular note is given to the instrumentation techniques used to record the loads generated by the engine during sea level testing.
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Jarvis, A. F. "XG40—Advanced Combat Engine Technology Demonstrator Program." Journal of Engineering for Gas Turbines and Power 111, no. 2 (April 1, 1989): 193–99. http://dx.doi.org/10.1115/1.3240236.
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Commenced in 1982, the XG40 program is central to the demonstration of Rolls-Royce technology appropriate to the requirements of the advanced combat engine for mid-1990s operation. At the same time, the technology in scaled form is viewed as having wider application than for the advanced combat engine alone. This program is jointly funded by UK MoD and Rolls-Royce. In the paper the concepts and scope of the program are described. Associations with previous research programs and other advanced technology demonstrator programs of Rolls-Royce are stated. To meet the multirole capabilities of the advanced fighter and taking the European requirements in particular, the combat engine must be designed to give enhanced dry thrust, retain good dry specific fuel consumption, and reduce reheated fuel consumption compared with current fighter engines. A thrust/weight ratio of 10:1 is targeted and at the same time, requirements for operating cost, reliability, and durability are stringent. As a demonstrator, XG40 has been designed to meet the foregoing performance requirements. At the same time, advanced materials, manufacturing technology, and design of structures have been incorporated to enable the required levels of reliability, durability, component cost, and weight to be demonstrated. Although a demonstrator, XG40 was designed at a scale judged to be appropriate to the likely next generation European fighter requirement. Thus, the engine is in the 90/95 kN nominal Sea Level Static Combat thrust class. Configuration and design are discussed. XG40 is a total technology demonstration program. Principal modules each have a full-scale aerothermal rig program and appropriate structure rig programs. Apart from rigs, the program, including durability testing, utilizes a number of cores and engines plus spares. Achievements and progress toward milestones are reviewed.
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Skliros, Christos. "A CASE STUDY OF VIBRATION FAULT DIAGNOSIS APPLIED AT ROLLS-ROYCE T-56 TURBOPROP ENGINE." Aviation 23, no. 3 (January 17, 2020): 78–82. http://dx.doi.org/10.3846/aviation.2019.11900.
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Gas turbine engines include a plethora of rotating modules, and each module consists of numerous components. A component’s mechanical fault can result in excessive engine vibrations. Identification of the root cause of a vibration fault is a significant challenge for both engine manufacturers and operators. This paper presents a case study of vibration fault detection and isolation applied at a Rolls-Royce T-56 turboprop engine. In this paper, the end-to-end fault diagnosis process from starting system faults to the isolation of the engine’s shaft that caused excessive vibrations is described. This work contributes to enhancing the understanding of turboprop engine behaviour under vibration conditions and highlights the merit of combing information from technical logs, maintenance manuals and engineering judgment in successful fault diagnosis.
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Stewart, P. A. E. "X-RAY PHOTOGRAMMETRY OF GAS TURBINE ENGINES AT ROLLS-ROYCE." Photogrammetric Record 9, no. 54 (August 26, 2006): 813–21. http://dx.doi.org/10.1111/j.1477-9730.1979.tb00128.x.
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Parker, R., and G. Fedder. "Aircraft engines: a proud heritage and an exciting future." Aeronautical Journal 120, no. 1223 (January 2016): 131–69. http://dx.doi.org/10.1017/aer.2015.6.
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SUMMARYThe 150th anniversary of the Royal Aeronautical Society has seen Rolls-Royce become a global player in aerospace and a champion of British industry. Its products vary from the nimble RR300, powering two-seater helicopters, all the way to the 97,000-pound thrust Trent XWB, powering future variants of the Airbus A350, and the MT30, which provides the propulsion for the Royal Navy's new Queen Elizabeth class aircraft carriers. It has built this range of products derived from the vision and innovation of its talented engineers, spurred on by the guiding principles provided by Henry Royce. This has seen it through times of war, hardship, bankruptcy and fierce competition to emerge as the leading manufacturer of aircraft engines and a provider of power across land and sea. Alongside its products, it has developed pioneering services to support its customers, analysing real-time data to improve the reliability and efficiency of its engines. In keeping with its tradition of innovation, the company is continuing to develop new products and services for the next generation of power systems for land, sea and air.
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Schubert, P. F., D. R. Sheridan, M. D. Cooper, and A. J. Banchieri. "Sensor-Based Analyzer for Continuous Emission Monitoring in Gas Pipeline Applications." Journal of Engineering for Gas Turbines and Power 120, no. 2 (April 1, 1998): 317–21. http://dx.doi.org/10.1115/1.2818123.
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Continuous emissions monitoring of gas turbine engines in pipeline service have typically been monitored using either laboratory derived instruments (CEMS), or predicted using data from low cost sensors on the engines and algorithms generated by mapping engine performance (PEMS). A new cost-effective system developed under a program sponsored by the Gas Research Institute (Chicago) combines the advantages of both systems to monitor engine emissions in gas transmission service. This hybrid system is a sensor-based analyzer that uses a sensor array, including a newly developed NOx sensor, to directly monitor NOx, CO, and O2 emissions at the stack. The gases are measured hot and wet, The new systems were installed and tested on a gas-fired Rolls Royce Spey turbine engine and on Ingersoll-Rand KVG-410 and Cooper GMVH-10 reciprocating engines in gas transmission service. These systems passed the Relative Accuracy Test (Part B) required under U.S. EPA regulations (40 CFR 60).
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DUTCZAK, Jerzy, and Janusz MAGIER. "The assessment of the technical condition of the bearing seals of the rotor shaft in a turbine helicopter engine based on the PM content in the exhaust gases." Combustion Engines 150, no. 3 (September 1, 2012): 44–54. http://dx.doi.org/10.19206/ce-117030.
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The paper presents the method of measurement of the particulate matter in the exhaust gases of a Rolls-Royce Allison 250-C20B turbine engine in the aspect of the assessment of the technical condition of the bearing seals of the rotor shaft. The tests were carried out on 4 engines using a Horiba TEOM 1105 PM analyzer fitted with a mini dilution tunnel – Micro Diluter 6100. The paper also presents the method of determining of the engine technical condition index (bearing seals) developed by the authors based on the data obtained from the measurements. The reliability of the obtained results has also been subjected to evaluation.
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Parker, R., and M. Lathoud. "Green aero-engines: Technology to mitigate aviation impact on environment." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 224, no. 3 (January 12, 2010): 529–38. http://dx.doi.org/10.1243/09544062jmes1515.
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Despite consistent, continued efforts by the aviation industry to reduce emissions, further technological advances are required to mitigate its impact on the global climate. This article first outlines aviation's importance in the global challenge and its specific constraints relative to other industries. It then investigates the current understanding of aviation's climate impact and the ongoing Rolls-Royce efforts to develop technologies to mitigate it. This includes improving the engine's propulsive efficiency, thermal efficiency, and combustion process. This article also discusses paradigm shifts that might redefine the way this industry operates in the global environment.
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Altosole, Marco, Giovanni Benvenuto, Ugo Campora, Michele Laviola, and Raphael Zaccone. "Simulation and performance comparison between diesel and natural gas engines for marine applications." Proceedings of the Institution of Mechanical Engineers, Part M: Journal of Engineering for the Maritime Environment 231, no. 2 (May 2017): 690–704. http://dx.doi.org/10.1177/1475090217690964.
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The article shows the performance comparison between two marine engines, fuelled by natural gas and diesel oil, respectively, both belonging to the ‘Bergen’ engine series of Rolls-Royce Marine, suitable as prime movers for ship propulsion. Two different simulation codes, one for each engine, validated by means of geometrical and performance data provided by the manufacturer, have been developed to extend the comparison to the whole working area of the examined engines. Although the maximum continuous power is very similar (about 2 MW at the same rotational speed), some differences exist in size, efficiency and pollutant emissions of the two types of engines. The reasons are investigated through a specific thermodynamic analysis, aimed to explain such differences, in terms of efficiency and emissions (particularly carbon dioxide), when varying the working conditions. The analysis is carried out by comparing the respective real cycles, at the same working condition, and repeating the comparison for different engine delivered powers and rotational speeds. In addition, a study of the different modes of combustion is developed to explain the major differences found in the emissions of nitrogen oxides.
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Rand, James, and Nigel Wright. "Royal Navy Experience of Propulsion Gas Turbines and How and Why This Experience is Being Incorporated Into Future Designs." Journal of Engineering for Gas Turbines and Power 122, no. 4 (May 15, 2000): 680–84. http://dx.doi.org/10.1115/1.1287165.
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The Royal Navy (RN) has in-service experience of both marinized industrial and aero derivative propulsion gas turbines since the late 1940s. Operating through a Memorandum of Understanding (MOU) between the British, Dutch, French, and Belgian Navies the current in-service propulsion engines are marinized versions of the Rolls Royce Tyne, Olympus, and Spey aero engines. Future gas turbine engines, for the Royal Navy, are expected to be the WR21 (24.5 MW), a 5 to 8 MW engine and a 1 to 2 MW engine in support of the All Electric Ship Project. This paper will detail why the Royal Navy chose gas turbines as prime movers for warships and how Original Equipment Manufacturers (OEM) guidance has been evaluated and developed in order to extend engine life. It will examine how the fleet of engines has historically been provisioned for and how a modular engine concept has allowed less support provisioning. The paper will detail the planned utilization of advanced cycle gas turbines with their inherent higher thermal efficiency and environmental compliance and the case for all electric propulsion utilizing high speed gas turbine alternators. It will examine the need for greater reliability/availability allowing single generator operation at sea and how by using a family of 3 engines a nearly flat Specific Fuel Consumption (SFC) down to harbour loads can be achieved. [S0742-4795(00)01203-5]
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Feist, J. P., P. Y. Sollazzo, S. Berthier, B. Charnley, and J. Wells. "Application of an Industrial Sensor Coating System on a Rolls-Royce Jet Engine for Temperaure Detection." Mechanical Engineering 136, no. 09 (September 1, 2014): 75–83. http://dx.doi.org/10.1115/9.2014-sep-8.
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This article demonstrates the feasibility of implementing an entire sensor coating system – thermal barrier coatings – on an operating engine and successfully detecting highly precise measurements. These coatings were first used on jet engines in the 1970s and are now a common feature on power generation turbines. In the experimental design, an advanced optical probe was specifically manufactured, characterized, and implemented to enable remote detection of a moving phosphorescent spot at speeds up to 350 m/s. The comparison of the sensor coating system with a standard thermocouple measuring the temperature in the exhaust gas stream revealed that the precision of the new system was similar to that of the thermocouple and was of the order of 5K. The calibration error was estimated to be of the same order. The Viper engine results demonstrate the capability of such a system to provide precise temperature readings in the most difficult environment of a gas turbine.
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Derbel, Khaoula, and Károly Beneda. "LINEAR DYNAMIC MATHEMATICAL MODEL AND IDENTIFICATION OF MICRO TURBOJET ENGINE FOR TURBOFAN POWER RATIO CONTROL." Aviation 23, no. 2 (December 18, 2019): 54–64. http://dx.doi.org/10.3846/aviation.2019.11653.
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Micro turbojets can be used for propulsion of civilian and military aircraft, consequently their investigation and control is essential. Although these power plants exhibit nonlinear behaviour, their control can be based on linearized mathematical models in a narrow neighbourhood of a selected operating point and can be extended by using robust control laws like H∞ or Linear Quadratic Integrating (LQI). The primary aim of the present paper is to develop a novel parametric linear mathematical model based on state space representation for micro turbojet engines and the thrust parameter being Turbofan Power Ratio (TPR). This parameter is used by recent Rolls-Royce commercial turbofan engines but can be applied for single stream turbojet power plants as well, as it has been proven by the authors previously. An additional goal is to perform the identification for a particular type based on measurements of a real engine. This model has been found suitable for automatic control of the selected engine with respect of TPR, this has been validated by simulations conducted in MATLAB® Simulink® environment using acquired data from transient operational modes.
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Langston, Lee S. "Gears Galore!" Mechanical Engineering 135, no. 04 (April 1, 2013): 51–54. http://dx.doi.org/10.1115/1.2013-apr-4.
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This paper presents a review of gas turbines and Honeywell, a company based in Phoenix, history. The article through the review and historical analysis intends to provide perspective on the status of geared fan engines. The addition of a fan to a jet engine, first proposed by Frank Whittle, one of the inventors of the jet engine, increases thrust and reduces fuel consumption. Pratt & Whitney and Rolls Royce were the first to develop a dual spool engine for more efficient operation over a range of flight conditions. Work started on the geared fan TFE731 at the Garrett AiResearch Phoenix Division in 1968. The TFE731 gearbox resulted in a gear reduction of 1.8:1, to power the fan for a 2.5 bypass ratio, which was very high for the 1960s. Honeywell also has another geared turbofan engine, the ALF502. It was developed by AVCO Lycoming in Stratford, Connecticut, and has a 6000–7000 lbt thrust range. Honeywell’s successful 45-year record of producing geared fan small gas turbines gives promise of a bright future for geared fans on large commercial jet engines, providing lower fuel consumption and less noise.
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Eisenlohr, G., and H. Chladek. "Thermal Tip Clearance Control for Centrifugal Compressor of an APU Engine." Journal of Turbomachinery 116, no. 4 (October 1, 1994): 629–34. http://dx.doi.org/10.1115/1.2929453.
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To master today’s demand for efficiency and compactness of centrifugal compressor components for small gas turbine engines the main attention must not only be given to the aerodynamic design of the impeller and diffuser components, but also to the installation situation of the surrounding parts. A vital aspect is the tip clearance control between impeller and shroud casing over the total operating range. Using the radial compressor for a small gas turbine engine, developed at BMW Rolls-Royce, the importance of tip clearance control is demonstrated. The possibilities for influencing and optimizing passive tip clearance control by design features are described; transient expansion processes must be considered when using a thermal tip clearance control. The results of the design calculations are compared with the results on the test stand and the engine itself. An effort is made to find a qualitative influence of tip clearance to the engine power output at operating conditions. This qualitative description is substantiated by test results with different tip clearances at the compressor teststand.
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Nurrasmajid, M. N. "Kemampuan Bandara Sultan Hasanuddin Makassar Menghadapi Pengoperasian Pesawat Udara Super Jumbo A-380." WARTA ARDHIA 36, no. 4 (December 31, 2010): 291–301. http://dx.doi.org/10.25104/wa.v36i4.92.291-301.
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Aviation technologi develops increasingly sophisticated marked by producing of super jumbo aircraft Airbus A-380. This aircraft has four engines made by Rolls-Trent Royce-90 is capable to provide 36.280 Kg of thrust or four turbo-fan engine Alliance HP 7200 with 37 003 Kg of frust with passenger capacity up to 850 passengers. In the world, aviation business world today around 15 airlines have ordered the aircraft (total 154 order), such as Emirates, Lufthansa, Qantas, Singapore Airlines, dan Malaysia Airlines.In order to anticipate the development of aviation technologi, Idonesian government have to prepare airport in Indonesia that could be landed by super jumbo aircraft Airbus A-380. For the case, it needs to conduct the study on the readiness of Sultan Hasanuddin Airport in Makasar for the operation Of the super jumbo aircraft Airbus A-380. The evaluation of readiness for area, air side and land side facilities including the support facilities that might be developed to accommodate the aircraft Airbus A-380.
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Head, Robert, and James Turner. "The Silent Path: The Development of the Single Sleeve Valve Two-Stroke Engine over the Last 110 Years." Energies 14, no. 3 (January 26, 2021): 616. http://dx.doi.org/10.3390/en14030616.
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At the beginning of the 20th century the operational issues of the Otto engine had not been fully resolved. The work presented here seeks to chronicle the development of one of the alternative design pathways, namely the replacement for the gas exchange mechanism of the more conventional poppet valve arrangement with that of a sleeve valve. There have been several successful engines built with these devices, which have a number of attractive features superior to poppet valves. This review moves from the initial work of Charles Knight, Peter Burt, and James McCollum, in the first decade of the 20th century, through the work of others to develop a two-stroke version of the sleeve-valve engine, which climaxed in the construction of one of the most powerful piston aeroengines ever built, the Rolls-Royce Crecy. After that period of high activity in the 1940s, there have been limited further developments. The patent efforts changed over time from design of two-stroke sleeve-drive mechanisms through to cylinder head cooling and improvements in the control of the thermal expansion of the relative components to improve durability. These documents provide a foundation for a design of an internal combustion engine with potentially high thermal efficiency.
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Ali, F., K. Tzanidakis, I. Goulos, V. Pachidis, and R. d’Ippolito. "Multidisciplinary design and optimisation of conceptual rotorcraft powerplants for operational performance and environmental impact." Aeronautical Journal 119, no. 1217 (July 2015): 891–914. http://dx.doi.org/10.1017/s0001924000010976.
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AbstractThis paper demonstrates the application of an integrated rotorcraft multidisciplinary design and optimisation framework, deployed for the purpose of preliminary design and assessment of optimum regenerative powerplant configurations for rotorcraft applications. The proposed approach comprises a wide-range of individual modelling theories applicable to rotorcraft flight dynamics, gas turbine engine performance and weight estimation as well as a physics-based stirred reactor model, for the rapid estimation of various gas turbine gaseous emissions. A single-objective Particle Swarm Optimiser is coupled with the aforementioned rotorcraft design framework. The overall methodology is deployed for the design and optimisation of a reference multipurpose Twin-Engine-Light civil rotorcraft, modelled after the Bo105 helicopter, which employs two Rolls-Royce Allison 250-C20B turboshaft engines. Through the implementation of a single-objective optimisation strategy, notionally based optimum engine design configurations are acquired in terms of engine weight, mission fuel burn and mission gaseous emissions inventory at constant technology level.The acquired optimum regenerative engine configurations are subsequently deployed for the design of conceptual rotorcraft regenerative engine configurations, targeting improved mission fuel economy, enhanced payload-range capability as well as overall environmental impact, while maintaining the respective rotorcraft airworthiness requirements. The proposed methodology essentially constitutes as an enabler for designing rotorcraft powerplants within realistic, three-dimensional operations and towards realising their associated design trade-offs at mission level.
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Ellis, Matthew, Nicholas Bojdo, Antonio Filippone, and Rory Clarkson. "Monte Carlo Predictions of Aero-Engine Performance Degradation Due to Particle Ingestion." Aerospace 8, no. 6 (May 25, 2021): 146. http://dx.doi.org/10.3390/aerospace8060146.
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Aero-engines, which encounter clouds of airborne particulate, experience reduced performance due to the deposition of particles on their high-pressure turbine nozzle guide vanes. The rate of this degradation depends on particle properties, engine operating state and the duration of exposure to the particle cloud, variables that are often unknown or poorly constrained, leading to uncertainty in model predictions. A novel method coupling one-dimensional gas turbine performance analysis with generalised predictions of particle deposition is developed and applied through the use of Monte Carlo simulations to better predict high-pressure turbine degradation. This enables a statistical analysis of deterioration from which mean performance losses and confidence intervals can be defined, allowing reductions in engine life and increased operational risk to be quantified. The method is demonstrated by replicating two particle cloud encounter events for the Rolls-Royce RB211-524C engine and is used to predict empirical particle properties by correlating measured engine performance data with Monte Carlo model inputs. Potential improvements in the confidence of these predictions due to more tightly constrained input and validation data are also demonstrated. Finally, the potential combination of the Monte Carlo coupled degradation model with in-service engine performance data and particle properties determined through remote or in situ sensing is outlined and its role in a digital twin to enable a predictive approach to operational capability is discussed.
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Angus, J. P. "Aero Engine Ceramics—the Vision, the Reality and the Progress." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 207, no. 2 (July 1993): 83–96. http://dx.doi.org/10.1243/pime_proc_1993_207_252_02.
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Figure 1 shows ceramic exhaust nozzle petals and their application on a military engine. The ceramic material used is one of the most advanced materials in the world today. It consists of two-dimensional woven and laminated silicon carbide fibres in a chemical vapour infiltrated silicon carbide matrix. In this application this material will eventually be expected to perform at 1200°C, 300°C hotter than today's cooled metal petals and last four times longer. To date the petals have been successfully interchanged with the existing metal petals, which run in a cooled environment on this engine. The Rolls–Royce target is to develop ceramics which operate up to 1400°C, which is 500°C hotter. Before ceramic nozzle petals can enter service there are many difficult issues that must be addressed. One of these is the present long and very costly production route. This application illustrates the reality of applying ceramics to aero engines. It is one of the easier applications! Why is it worth persevering with this difficult technology? The industry is a very competitive one. Ceramic materials offer the potential for significant performance improvements. They may in time create the competitive edge which means the difference between a growing or shrinking market share.
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Reed, R. C., H. J. Stone, S. M. Roberts, and J. M. Robinson. "The development and validation of a model for the electron beam welding of aero-engine components." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 211, no. 6 (June 1, 1997): 421–28. http://dx.doi.org/10.1243/0954410971532785.
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Electron beam welding is used to manufacture high-integrity structures, for example compressor assemblies, for the latest generation of Rolls-Royce aero-engines. For such applications, the welding variables (for example welding current, voltage, beam focusing parameters) must be optimized, such that any distortion induced by the process is insignificant when compared to the dimensional tolerances allowed by the designers. Furthermore, the residual stresses induced by the process must be described and characterized, since these are required for estimates of component life. A model for such electron beam welding processes is described, along with the strategy adopted during its development. The basis of the model is a coupled thermal-mechanical finite element analysis. Particular attention is paid to (a) modelling of the heat source, (b) the frame of reference for the analysis, and (c) choice of finite element mesh. For the purposes of calibration and verification, a number of validatory experiments have been carried out. Typical results are presented and practical benefits are discussed.
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Mavromihales, M., J. Mason, and W. Weston. "A case of reverse engineering for the manufacture of wide chord fan blades (WCFB) used in Rolls Royce aero engines." Journal of Materials Processing Technology 134, no. 3 (March 2003): 279–86. http://dx.doi.org/10.1016/s0924-0136(02)01108-1.
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Denton, J. D., and J. P. Gostelow. "Sir John Harold Horlock FREng. 19 April 1928 — 22 May 2015." Biographical Memoirs of Fellows of the Royal Society 62 (January 2016): 213–32. http://dx.doi.org/10.1098/rsbm.2016.0009.
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John Harold Horlock was one of the outstanding engineers of his generation. His expertise was in the thermodynamics and fluid mechanics of turbines and compressors, as used for jet engines and for power generation. He made major contributions to this field over 60 years. After graduating from Cambridge he worked for Rolls-Royce for two years before returning to Cambridge to study for his PhD, and was subsequently appointed a lecturer in engineering and a Fellow of St John's College. At the age of 30 he was elected to the Harrison Chair of Mechanical Engineering at Liverpool, where he remained for nine years, producing an impressive amount of individual research as well as transforming the department into one of the best in the country. Returning to a chair at Cambridge he reorganized the Mechanical Sciences Tripos and founded the Whittle Laboratory, which became one of the world's leading centres for turbomachinery research. He then became Vice-Chancellor of Salford University, remaining there for seven years before moving on to become Vice-Chancellor of the Open University. After retirement at the of age 62 he continued to be very active: as a consultant, as Treasurer and Vice President of the Royal Society, as a frequent visitor to the Whittle Laboratory and as the author of many papers and several books. Knighted in 1996, Sir John Horlock will be remembered not only for his intellectual abilities but also for his personal skills, which enabled him to interact freely with all levels of society, from cabinet ministers to graduate students.
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Drop, Natalia. "Airbus' Electrically Powered Aircraft as an Answer to the European Union's Low-Carbon Policy." Transport Economics and Logistics 81 (March 12, 2019): 81–89. http://dx.doi.org/10.26881/etil.2019.81.07.
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Air transport is currently the fastest developing branch of transport, and airlines get to carry more and more passengers and cargo every year. At the same time, societies are more aware of environmental damage caused by transport, which is why the European Parliament developed a document titled An Aviation Strategy for Europe, which points out actions that should be taken inorder to make air transport more environmentally-friendly. One of the assumptions is to reduce the greenhouse gas’ emission. The European Parliament suggests the use of biofuels as one of pos-sible solutions to reduce the negative impact that air transport has on the natural environment. However, airplane manufacturers come up with different ideas how to reduce emission. Airbus in cooperation with Siemens and Rolls-Royce are working on an electrically powered aircraft. The project they are working on is called E-Fan X and it involves replacing one of airplane’s four turbine engines with an electric motor with a capacity of 2 MW. The first tests are to be performed next year. The paper describes the idea developed by Airbus, points out its advantages and disadvantages, and forecasts what impact the appearance of electrically powered aircraft will have on the environment and airline industry. The paper will be based on author’s own knowledge and gathered materials, and also on literature analysis, deduction and empirical research using non-experimental methods.
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Tatarchuk, T., Yu Kravchuk, and V. Pelykh. "Use of additive technologies in the manufacture of central impactors." Innovative Materials and Technologies in Metallurgy and Mechanical Engineering, no. 1 (September 14, 2021): 47–53. http://dx.doi.org/10.15588/1607-6885-2021-2-8.
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Purpose. Analysis of methods of manufacturing centrifugal blades by 3D printing methods on the example of a modernized cooling system of the AI-450M engine of the Mi-2MSB helicopter.
Research methods: calculation method of finite elements, analytical.
Results. Studies have shown that the use of layer-by-layer printing technology of the centrifugal wheel of the cooling system provides the following opportunities and improvements:
- reduce the percentage of rejection of finished products by 8–9 times;
- reduce material consumption by 300–400 %;
- increase the speed of production, experiments and testing the manufacture of working elements through the development of new technologies for rapid production (rapid fabrication);
- easy printing of previously “impossible” geometry.
The analysis of possible types of manufacturing of working centrifugal wheel and the calculated estimation of thermodynamic parameters in the course of step-by-step drawing of layers of metal is carried out. The problem of a large percentage of defects in the process of classical-mechanical milling of blades was solved by changing the type of production to additive one.
Scientific novelty. In today's world, the spread of CAD / CAM / CAE / PLM technologies and the accumulation of a wide library of materials open up a large number of new and more efficient, in terms of economy and quality, methods of manufacturing components and units. Following the example of such giants in the production of aircraft engines as Rolls-Royce Motor, General Electric and Pratt & Whitney, it is clear that the use and development of the latest methods of three-dimensional printing is appropriate.
Practical value. The obtained results are important in the further process of production and modernization ofMi-2 helicopter of all modifications with the latest engines, as well as for projects for the development of helicopter construction in Ukraine - МСБ-2 “Hope”, МСБ -6 “Otaman”, МСБ-8 and others. The ability to increase the efficiency of manufacturing the main working elements - blades allows you to reduce the cost of components, their further repair, operation. The most important factor is to increase reliability, as in the manufacture reduces the likelihood of defects, which will not be detected at the stages of intermediate and final control.
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Lewis, G. M. "XG40 - Rolls-Royce Advanced Fighter Engine Demonstrator." Defence Science Journal 38, no. 4 (January 13, 1988): 341–52. http://dx.doi.org/10.14429/dsj.38.5867.
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Prakasa, Satria Unggul Wicaksana. "Garuda Indonesia-Rolls Royce Corruption, Transnational Crime, and Eradication Measures." Lentera Hukum 6, no. 3 (December 31, 2019): 409. http://dx.doi.org/10.19184/ejlh.v6i3.14112.
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The appointment of Emirsyah Satar, former President Director of PT Garuda Indonesia, and former Director of PT Mugi Rekso Abadi, Soetikno Soearjo who was the beneficial owner of Connaught International Pte. Ltd. as an intermediary for bribery against the Emirsyah in the alleged bribery case of aircraft and aircraft engine procurement from Airbus SAS and Rolls Royce PLC by PT. Garuda. Cross-border corruption carried out by Rolls-Royce is not only corruption committed by a private entity, but the case is also related to efforts to recognize the concept of Foreign Affairs Bribery as a new type of corruption. This research aims to find out the corruption as a transnational crime committed by multinational corporations and how inter-state cooperative actions can prosecute corruption cases. Legal questions raised are: (1) how can the United Nations Convention Against Corruption mechanism be used in exposing the Garuda Indonesia-Rolls Royce corruption case as a transnational crime, and (2) what legal remedies which can be applied to punish corruption committed between Garuda Indonesia-Rolls Royce? This study argues that, as part of transnational crime, of course, Garuda Indonesia and Rolls-Royce's corruption is an extraordinary crime that is not only detrimental to business practices but also the rule of law in Indonesia and other countries involved. Corruption done by Rolls-Royce, which involved Emirsyah Satar as a former director of Garuda Indonesia, has harmed Indonesia. Thus, Jurisdiction of criminal acts of corruption is needed. It should be under the legal system of corruption eradication in Indonesia. There is a need for interpretation because Indonesia is part of the state which ratified UNCAC through Law No. 7 of 2006. Therefore, recognizing the Foreign Affairs Bribery concept as part of a judge's rechtvinding (finding of law) of the Criminal Court that multinational/transnational corporations comply with and respect the rule of law and eradication of corruption in Indonesia. It includes in making lex specialis (law governing a specific subject matter) related to Foreign Affairs Bribery so that similar cases do not occur in the future for Indonesia.
Keywords: Corruption, Transnational Crime, Garuda Indonesia, Rolls-Royce.
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Ruffles, Philip Charles. "Stewart Crichton Miller, C.B.E. 2 July 1934 – 7 August 1999." Biographical Memoirs of Fellows of the Royal Society 48 (January 2002): 323–29. http://dx.doi.org/10.1098/rsbm.2002.0018.
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Stewart Crichton Miller, a mechanical engineer of great distinction, was the former Director of Engineering and Technology for Rolls-Royce plc, where he worked for over 40 years. Stewart was a foremost contributor to several of the company's most important development projects, chief among them being the RB211-535 engine project, which is used on Boeing 757 aircraft. Stewart was born on 2 July 1934 to William and Grace Miller in Kirkcaldy, Fife, where he spent his childhood. His primary school education at Kirkcaldy Fife High Primary School started on 4 September 1939, the day after war was declared. A contemporary, with whom he was a close friend during school years, is Archie Howie (F.R.S. 1978), a distinguished physicist and former Head of the Cavendish Laboratory, Cambridge. Professor Howie recalls that he and Stewart vied with each other for school prizes, etc., with Stewart emerging as the Dux of the primary school. On leaving primary school, Stewart attended Kirkcaldy High School from 1945 to 1951. It was there that he received the Scottish Higher Learning Certificate in 1950 and an award in the Edinburgh University Bursary Competition. He continued his education at the University of Edinburgh from 1951 to 1954, enrolling as an engineering degree candidate. His choice of engineering as a career was considered unusual by others for someone of his high academic abilities. However, this doubt only increased his determination. His research emphasis while studying was on mechanical vibration, which served as useful background for his later work at Rolls-Royce on turbo-machinery. He graduated in 1954 from Edinburgh with a BSc (firstclass honours) in mechanical engineering. After leaving university, Stewart spent two years completing a graduate apprenticeship with Rolls-Royce that marked the beginning of his extensive career. Spending his first year gaining workshop experience and his second in all the major technical offices, Stewart subsequently qualified to receive the status of Chartered Engineer.
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Daggett, D. L., A. Veninger, C. Lewis, S. Bullock, and R. Kamin. "The Development of an Aviation Fuel Thermal Stability Test Unit." Journal of Engineering for Gas Turbines and Power 117, no. 3 (July 1, 1995): 468–74. http://dx.doi.org/10.1115/1.2814119.
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A test unit has been developed by Rolls-Royce for the U.S. Navy to use in evaluating fuel thermal deposition typically found in various aircraft engine components. Although the current Jet Fuel Thermal Oxidation Tester (JFTOT) provides a qualitative thermal stability evaluation, it may not be able to predict in-service problems. Conditioning and testing of the fuel under realistic conditions is crucial if one is to predict deposit formations accurately. Engine fuel deposit evaluations and evidence from unpublished Rolls-Royce laboratory rig tests were used to help design a test unit that would address fuel stability problems in current or future aircraft. The Aviation Fuel Thermal Stability (AFTS) test unit embodies test modules that were selected with extensive fuel systems experience to enable the evaluation of thermal deposition in various fuel components using properly conditioned fuel. The test modules are controlled and results are recorded by a computer. This paper includes a review of the AFTS test unit design and preliminary test results thereof.
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Koch, P. N., J. K. Allen, F. Mistree, and A. Barlow. "Facilitating Concept Exploration for Configuring Turbine Propulsion Systems." Journal of Mechanical Design 120, no. 4 (December 1, 1998): 702–6. http://dx.doi.org/10.1115/1.2829334.
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In this Technical Brief we illustrate the efficacy of the Robust Concept Exploration Method as applied to the preliminary design of a turbine lift engine for Advanced Short Take-Off and Vertical Landing (ASTOVL) fighter aircraft. This example is defined in collaboration with the Rolls-Royce Atlanta Engineering Group.
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Ogaji, S. O. T., and R. Singh. "Gas path fault diagnosis framework for a three-shaft gas turbine." Proceedings of the Institution of Mechanical Engineers, Part A: Journal of Power and Energy 217, no. 2 (January 1, 2003): 149–57. http://dx.doi.org/10.1243/09576500360611173.
Full textAbstract:
A diagnostic framework has been developed for the detection of faults in the gas path of a three-shaft aeroderivative gas turbine thermodynamically similar to the Rolls Royce RB211-24GT. The framework involves a large-scale integration of artificial neural networks (ANNs) designed and trained to detect, isolate and assess faults in the gas path components of the engine. The approach has the capacity to assess both multiple-component and multiple-sensor faults. The results obtained demonstrate the promise of ANNs applied to engine diagnostic activities.
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Gallimore, Simon J., John J. Bolger, Nicholas A. Cumpsty, Mark J. Taylor, Peter I. Wright, and James M. M. Place. "The Use of Sweep and Dihedral in Multistage Axial Flow Compressor Blading—Part I: University Research and Methods Development." Journal of Turbomachinery 124, no. 4 (October 1, 2002): 521–32. http://dx.doi.org/10.1115/1.1507333.
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This paper describes the introduction of 3-D blade designs into the core compressors for the Rolls-Royce Trent engine with particular emphasis on the use of sweep and dihedral in the rotor designs. It follows the development of the basic ideas in a university research project, through multistage low-speed model testing, to the application to high pressure engine compressors. An essential element of the project was the use of multistage CFD and some of the development of the method to allow the designs to take place is also discussed. The first part of the paper concentrates on the university-based research and the methods development. The second part describes additional low-speed multistage design and testing and the high-speed engine compressor design and test.
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Langston, Lee S. "Anticipated but Unwelcome." Mechanical Engineering 140, no. 06 (June 1, 2018): 37–41. http://dx.doi.org/10.1115/1.2018-jun-2.
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This article provides the latest trends in the gas turbines market and their future outlook. The last three years of operation have generated more profit for the commercial airline industry than the previous 30 years combined. That money has led to new orders for commercial aircraft and as a result, production of commercial aviation gas turbines is in full swing. Engine manufacturers such as Pratt&Whitney, Rolls-Royce, General Electric, Safran, and others have taken this surge in orders as an incentive to develop new technology. The launch of a new jet engine by a manufacturer can be a multi-billion dollar effort. Financial projections and executive careers hang on a smooth roll-out of the new technology.
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Gallimore, Simon J., John J. Bolger, Nicholas A. Cumpsty, Mark J. Taylor, Peter I. Wright, and James M. M. Place. "The Use of Sweep and Dihedral in Multistage Axial Flow Compressor Blading—Part II: Low and High-Speed Designs and Test Verification." Journal of Turbomachinery 124, no. 4 (October 1, 2002): 533–41. http://dx.doi.org/10.1115/1.1507334.
Full textAbstract:
This paper describes the introduction of 3-D blade designs into the core compressors of the Rolls-Royce Trent engine series with particular emphasis on the use of sweep and dihedral in the rotor designs. It follows the development of the basic ideas in a university research project, through multistage low-speed model testing, to their application to the high pressure engine compressor. An essential element of the project was the use of multistage CFD and some of the development of the method to allow the designs to take place is also discussed. Part I of the paper concentrated on the fundamental university-based research and the methods development. Part II describes additional low-speed multistage design and testing and the high-speed engine compressor designs and tests.
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Bruce, C. J., and R. A. Cartwright. "Marine Gas Turbine Evaluation and Research at the Admiralty Test House, RAE Pyestock." Journal of Engineering for Gas Turbines and Power 114, no. 2 (April 1, 1992): 169–73. http://dx.doi.org/10.1115/1.2906566.
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The Admiralty Test House (ATH) at the Royal Aerospace Establishment Pyestock has provided test bed facilities for evaluation of marine gas turbines and ancillary equipments for Royal Naval use since 1952. While the ATH is presently undergoing an extensive refurbishment program in preparation for trials of the Rolls-Royce 20MW Spey SM1C, research continues on a number of innovative gas turbine condition monitoring techniques. This paper presents a brief history of the Marine Gas Turbine Section and describes the facilities of the ATH following major refurbishment. The capabilities of the steady-state and transient data gathering facilities are outlined, together with the automated engine and test control systems, which provide cost-effective engine evaluation in both endurance and minor equipment trials.
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Fullagar, K. P. L., R. W. Broomfield, M. Hulands, K. Harris, G. L. Erickson, and S. L. Sikkenga. "Aero Engine Test Experience With CMSX-4® Alloy Single-Crystal Turbine Blades." Journal of Engineering for Gas Turbines and Power 118, no. 2 (April 1, 1996): 380–88. http://dx.doi.org/10.1115/1.2816600.
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A team approach involving a turbine engine company (Rolls-Royce), its single-crystal casting facilities, and a superalloy developer and ingot manufacturer (Cannon-Muskegon), utilizing the concepts of simultaneous engineering, has been used to develop CMSX-4 alloy successfully for turbine blade applications. CMSX-4 alloy is a second-generation nickel-base single-crystal superalloy containing 3 percent (wt) rhenium (Re) and 70 percent volume fraction of the coherent γ′ precipitate strengthening phase. Its finely balanced composition offers an attractive range of properties for turbine airfoil applications. In particular the alloy’s combination of high strength in relation to creep-rupture, mechanical and thermal fatigue, good phase stability following extensive high temperature, stressed exposure and oxidation, hot corrosion and coating performance, are attractive for turbine engine applications where engine performance and turbine airfoil durability are of prime importance. The paper details the single-crystal casting process and heat treatment manufacturing development for turbine blades in CMSX-4 alloy. Competitive single-crystal casting yields are being achieved in production and extensive vacuum heat treatment experience confirms CMSX-4 alloy to have a practical production solution heat treat/homogenization “window.” The creep-rupture data-base on CMSX-4 alloy now includes 325 data points from 17 heats including 3630 kg (8000 lb) production size heats. An appreciable portion of this data was machined-from-blade (MFB) properties, which indicate turbine blade component capabilities based on single-crystal casting process, component configuration, and heat treatment. The use of hot isostatic pressing (HIP) has been shown to eliminate single-crystal casting micropores, which along with the essential absence of γ/γ′ eutectic phase, carbides, stable oxide, nitride and sulfide inclusions, results in remarkably high mechanical fatigue properties, with smooth and particularly notched specimens. The Re addition has been shown not only to benefit creep and mechanical fatigue strength (with and without HIP), but also bare oxidation, hot corrosion (sulfidation), and coating performance. The high level of balanced properties determined by extensive laboratory evaluation has been confirmed during engine testing of the Rolls-Royce Pegasus turbofan.
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Langston, Lee S. "Gas Turbine Progress through Trouble." Mechanical Engineering 133, no. 02 (February 1, 2011): 51. http://dx.doi.org/10.1115/1.2011-feb-7.
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This article discusses some specific incidents of uncontained jet engine failures. Such incidents usually involve the failure and disintegration of a rotating disc associated with the fan, compressor, or turbine of the gas turbine. Armed with enormous rotational kinetic energy, the disintegrated parts of a failed disk and its blading can become dangerous flying projectiles. Such was the case of the inflight failure of the Rolls-Royce Trent 900 engine on Qantas Flight QF32 on the morning of November 4, 2010, with 466 passengers and crew onboard. Fortunately, all Flight QF32 passengers and crew were safe and uninjured, after this uncontained engine failure. A similar incident occurred in 1989 with flight DC-10-10, N1819U flight 232 operated by United Airlines. As a result of this incident, the gas turbine industry, airlines, and regulatory agencies have worked diligently over the intervening years to improve disc inspection, crack detection, manufacturing techniques, and fracture mechanics models.
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Langston, Lee S. "Some Details of Jet Engine Thrust." Mechanical Engineering 138, no. 09 (September 1, 2016): 76–77. http://dx.doi.org/10.1115/1.2016-sep-6.
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This article throws light on details of jet engine thrust. The momentum flux of the engine exiting flow is greater than that which entered, brought about by the addition of the energy input from combusted fuel, and giving rise to engine thrust. Thrust arises from pressure and frictional forces on these surfaces, e.g., blades, vanes, endwalls, ducts, etc. This interior force view of thrust is easy to visualize but quite another thing to actually measure. In doing research on secondary flow in gas turbine passages, researchers have measured both steady-state momentum changes and surface forces, in the much simpler case of a turbine blade cascade. The thrust values for each component in the Rolls-Royce single spool engine have been shown in this paper. It has been noted that from the compressor, gas path flow enters the engine case diffuser, where a pressure gain produces another component of forward thrust of 2,186 lbt. Newton’s second law of motion allows us to examine engine component behavior that exhibits both forward and rearward propelling forces, which results in the net thrust our airline passengers have purchased.
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Butcher, M. C., N. R. Perkins, K. E. Wells, and M. G. Peto. "An Advanced Integrated Manufacturing System for Turbine and Compressor Discs." Proceedings of the Institution of Mechanical Engineers, Part B: Management and engineering manufacture 201, no. 3 (August 1987): 129–35. http://dx.doi.org/10.1243/pime_proc_1987_201_058_02.
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This paper describes AIMS which is a flexible manufacturing system, formally opened at Rolls-Royce plc, Derby, in January 1986, for the production of aero engine turbine and compressor discs. These are the high-value, rotating components which require structural integrity together with a high degree of precision during the manufacturing process. The prime objective for the project was to reduce the value of work-in-progress to an extent which would enable cost savings in the inventory to finance the project in its first full year of operation. The paper details its concept strategy and examines the equipment requirements, justification and benefits of the capital investment. It also describes planning and implementation aspects, together with computer hardware/software support.
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Lam, J. K. W., and R. D. Woods. "Ice accretion and release in fuel systems." Aeronautical Journal 122, no. 1253 (May 25, 2018): 1051–82. http://dx.doi.org/10.1017/aer.2018.50.
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ABSTRACTFollowing the B777 accident at Heathrow in 2008, the certification authorities required Boeing, Airbus, and Rolls-Royce to conduct icing analysis and tests of their Rolls-Royce Trent engined aircraft fuel systems. The experience and the test data gained from these activities were distilled and released by Airbus to the EASA ICAR project for research and analysis. This paper provided an overview of the Airbus ice accretion and release tests. Brief narratives on the test rigs, the test procedure and methodology were given and key findings from the ice release investigations were presented. The accreted ice thickness was non-uniform; however, it is found typically c. $\mathrm{2\;\mathrm{m}\mathrm{m}}$thick. Analysis of the accreted ice collected from the rig tests showed the ice was very porous. The porosity is very much dependant on how the water was introduced and mixed in the icing test rigs. ThestandardAirbus method produced accreted ice of higher porosity compared to that produced by theinjectionmethod. The porosity of the accreted ice from Airbus icing investigations was found to be c. 0.90. The relationship of permeability with porosity was inferred from published data and models for freshly fallen snow in the atmosphere. Derived permeability$\mathrm{7.0\times 10^{-9}\;\mathrm{\mathrm{\mathrm{m}}^{\mathrm{2}}}}$was then applied in the CFD analysis of pipe flow with a porous wall lining to determine the shear stress on the accreted ice. It showed that 25%, 50% and 75% of the accreted ice has interface shear strength of less than$\mathrm{15.3\;\mathrm{Pa}}$,$\mathrm{20.7\;\mathrm{Pa}}$and$\mathrm{26.1\;\mathrm{Pa}}$, respectively.
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Wilson, A. G., and C. Freeman. "Stall Inception and Development in an Axial Flow Aeroengine." Journal of Turbomachinery 116, no. 2 (April 1, 1994): 216–25. http://dx.doi.org/10.1115/1.2928356.
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This paper describes the phenomenon of stall and surge in an axial flow aeroengine using fast response static pressure measurements from the compressor of a Rolls-Royce VIPER engine. It details the growth of flow instability at various speeds, from a small zone of stalled fluid involving only a few blades into the violent surge motion of the entire machine. Various observations from earlier theoretical and compressor rig results are confirmed by these new engine measurements. The main findings are as follows: (1) The point of stall inception moves rearward as engine speed increases, and is shown to be simply related to the axial matching of the compressor. (2) The final unstable operation of the machine can be divided into rotating stall at low speed and surge or multiple surge at high speed. (3) The inception process is independent of whether the final unstable operation is rotating stall or multiple surge. (4) Stall/surge always starts as a circumferentially small flow disturbance, rotating around the annulus at some fraction of rotor speed.
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Chana, Kam S., and Terry V. Jones. "An Investigation on Turbine Tip and Shroud Heat Transfer." Journal of Turbomachinery 125, no. 3 (July 1, 2003): 513–20. http://dx.doi.org/10.1115/1.1575253.
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Detailed experimental investigations have been performed to measure the heat transfer and static pressure distributions on the rotor tip and rotor casing of a gas turbine stage with a shroudless rotor blade. The turbine stage was a modern high pressure Rolls-Royce aero-engine design with stage pressure ratio of 3.2 and nozzle guide vane (ngv) Reynolds number of 2.54E6. Measurements have been taken with and without inlet temperature distortion to the stage. The measurements were taken in the QinetiQ Isentropic Light Piston Facility and aerodynamic and heat transfer measurements are presented from the rotor tip and casing region. A simple two-dimensional model is presented to estimate the heat transfer rate to the rotor tip and casing region as a function of Reynolds number along the gap.
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Azzam, H. "Mathematical networks for thermal transient and non-transient progressive fatigue of engine components." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 212, no. 2 (February 1, 1998): 125–36. http://dx.doi.org/10.1243/0954410981532199.
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Engine components can experience varying centrifugal loads, gas loads, oxidation, micro- structure transformation at high temperatures and stresses induced by temperature gradients. The life consumption of hot engine components depends not only on these factors but also on the time spent at constant-amplitude loads. The damage mechanism of engine components is therefore complex and requires formidable models. These models are not suitable for fatigue management or on-board systems because of their high computational costs. There is a need for efficient simulations that can accurately portray this complex damage mechanism and, at the same time, can be embedded in fatigue management and on-board systems. Mathematical networks were developed to fulfil this need and successfully synthesized the fatigue damage of aircraft structural components from flight parameters. In this paper, the feasibility of training the mathematical networks to synthesize fatigue of engine components is demonstrated. The mathematical attributes of the networks were based on information supplied by Rolls-Royce. The networks’ training mechanism was targeted at the minimization of errors in synthesized accumulative damage values. The mathematical networks synthesized the accumulative fatigue damage of three engine components successfully. One component was subject to non-thermal transient stresses and two components were subject to thermal transient stresses.
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Morrissey, Mark. "Human-Centric Design." Mechanical Engineering 120, no. 07 (July 1, 1998): 60–62. http://dx.doi.org/10.1115/1.1998-jul-2.
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This article reviews that advances in manikin software have enabled engineers to consider a fuller spectrum of user interactions with virtual products. It has been 15 years since Sammie—a computer model of a human or manikin—emerged from the research labs of Nottingham University in the United Kingdom, promising human-factors (HF) engineers a supporting software tool to improve the study of human elements of product design. Although Sammie incorporated accurate anthropometric data and representative joint constraints, the software was very difficult to use, could not import models from a computer-aided-design (CAD) system, and was not dynamic. After phase 1 of the collaborative project, Rolls-Royce and VSEL expanded their study to evaluate the use of virtual reality for the design and layout of larger and more complex machinery spaces. This second collaborative effort had several objectives: to understand how virtual-prototyping technology could help designers better visualize complex designs, design for ease of assembly and maintenance much earlier, train maintenance engineers, and enhance communications between disparate project teams, customers, and suppliers.
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Arush, Ilan, and Marilena D. Pavel. "Helicopter gas turbine engine performance analysis: A multivariable approach." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 233, no. 3 (November 21, 2017): 837–50. http://dx.doi.org/10.1177/0954410017741329.
Full textAbstract:
Helicopter performance relies heavily on the available output power of the engine(s) installed. A simplistic single-variable analysis approach is often used within the flight-testing community to reduce flight-test data in order to predict the available output power under various atmospheric conditions. This simplistic approach often results in unrealistic predictions. This paper proposes a novel method for analyzing flight-test data of a helicopter gas turbine engine. The so-called “Multivariable Polynomial Optimization under Constraints” method is capable of providing an improved estimation of the engine maximum available power. The Multivariable Polynomial Optimization under Constraints method relies on optimization of a multivariable polynomial model subjected to equalities and inequalities constraints. The Karush–Khun–Tucker optimization method is used with the engine operating limitations serving as inequalities constraints. The proposed Multivariable Polynomial Optimization under Constraints method is applied to a set of flight-test data of a Rolls Royce/Allison MTU250-C20 gas turbine, installed on an MBB BO-105 M helicopter. It is shown that the Multivariable Polynomial Optimization under Constraints method can predict the engine output power under a wider range of atmospheric conditions and that the standard deviation of the output power estimation error is reduced from 13 hp in the single-variable method to only 4.3 hp using the Multivariable Polynomial Optimization under Constraints method (over 300% improvement).
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Ajit, Suraj, Derek Sleeman, David W. Fowler, and David Knott. "Constraint capture and maintenance in engineering design." Artificial Intelligence for Engineering Design, Analysis and Manufacturing 22, no. 4 (September 18, 2008): 325–43. http://dx.doi.org/10.1017/s089006040800022x.
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AbstractThe Designers' Workbench is a system developed by the Advanced Knowledge Technologies Consortium to support designers in large organizations, such as Rolls-Royce, to ensure that the design is consistent with the specification for the particular design as well as with the company's design rule book(s). In the principal application discussed here, the evolving design is described using a jet engine ontology. Design rules are expressed as constraints over the domain ontology. Currently, to capture the constraint information, a domain expert (design engineer) has to work with a knowledge engineer to identify the constraints, and it is then the task of the knowledge engineer to encode these into the Workbench's knowledge base. This is an error-prone and time-consuming task. It is highly desirable to relieve the knowledge engineer of this task, so we have developed a system, ConEditor+, that enables domain experts themselves to capture and maintain these constraints. Further, we hypothesize that to appropriately apply, maintain, and reuse constraints, it is necessary to understand the underlying assumptions and context in which each constraint is applicable. We refer to them as “application conditions,” and these form a part of the rationale associated with the constraint. We propose a methodology to capture the application conditions associated with a constraint and demonstrate that an explicit representation (machine interpretable format) of application conditions (rationales) together with the corresponding constraints and the domain ontology can be used by a machine to support maintenance of constraints. Support for the maintenance of constraints includes detecting inconsistencies, subsumption, redundancy, fusion between constraints, and suggesting appropriate refinements. The proposed methodology provides immediate benefits to the designers, and hence, should encourage them to input the application conditions (rationales).
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Rao, A. R., J. P. Scanlan, and A. J. Keane. "Applying Multiobjective Cost and Weight Optimization to the Initial Design of Turbine Disks." Journal of Mechanical Design 129, no. 12 (February 13, 2007): 1303–10. http://dx.doi.org/10.1115/1.2779899.
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Aerospace design optimization typically explores the effects of structural performance and aerodynamics on the geometry of a component. This paper presents a methodology to incorporate manufacturing cost and fatigue life models within an integrated system to simultaneously trade off the conflicting objectives of minimum weight and manufacturing cost while satisfying constraints placed by structural performance and fatigue. A case study involving the design of a high pressure turbine disk from an aircraft engine is presented. Manufacturing cost and fatigue life models are developed in DECISIONPRO™, a generic modeling tool, whereas finite element analysis is carried out in the Rolls-Royce PLC proprietary solver SC03. A multiobjective optimization approach based on the nondominated sorting genetic algorithm (NSGA) is used to evaluate the Pareto front for minimum cost and volume designs. A sequential workflow of the different models embedded within a scripting environment developed in MATLAB™ is used for automating the entire process.
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Wilson, Jay M., and Henry Baumgartner. "A New Turbine for Natural Gas Pipelines." Mechanical Engineering 121, no. 05 (May 1, 1999): 72–74. http://dx.doi.org/10.1115/1.1999-may-7.
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The new Cooper-Bessemer power turbine is a high-efficiency, center frame-mounted, three-stage unit that can be driven by either the existing RB211-24 gas generator or the new improved version. The upgraded gas generator combined with the new power turbine offers an increase in nominal output from 28.4 MW (38,000 hp) to 31.8 MW (42,600 hp). The new coupled turbine, now being tested, is called the Coberra 6761. Besides improving core engine performance, the program's objectives included improved fuel efficiency and reliability, and easier site serviceability; extension of the modular concept from the gas generator into the power turbine with improvements in sealing, materials, and temperature capability as well as interchangeability of both upgraded turbines with existing hardware. The Rolls-Royce industrial RB211 turbine, derived from an aircraft engine, is the basis for the gas generator end of Cooper Energy Services' Coberra coupled turbines. The power turbine design capacity has a significant effect on the power at a given speed. The flow capacity was optimized to achieve the best thermal efficiency and lower IP speeds to optimize IP compressor efficiency and permit future throttle push.
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Kruglov, Alexey, Ramil Lutfullin, Radik Mulyukov, Minnaul Mukhametrakhimov, Oleg Rudenko, and Rinat Safiullin. "Promises of Low-Temperature Superplasticity for the Enhanced Production of Hollow Titanium Components." Materials Science Forum 838-839 (January 2016): 610–14. http://dx.doi.org/10.4028/www.scientific.net/msf.838-839.610.
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Application of the conventional superplasticity (SP) allows producing the unique hollow structures. One remarkable example is the hollow titanium blade of the air engine fan produced by Rolls-Royce. However, high temperature titanium alloys processing (~ 927 °С) limits wide industrial application of the conventional SP. The solution of the mentioned issue can be found through the application of low-temperature SP. Ti-6Al-4V alloy with ultrafine grain structure at the temperature range of 600 800 °С has enough ductility resources for the superplastic forming (SPF) of the parts with the complicated shape. The formation of pores in Ti-6Al-4V alloy at uniaxial and biaxial tension at the temperature 600 °С is not observed. The effect of low-temperature SP also allows lowering pressure welding (PW) temperature essentially. Herewith, there is a possibility to produce the hollow parts by the combination of SPF and PW. The main goal is the optimization of the technological scheme and processing temperature. The use of the low-temperature SP provides high quality of hollow components such as blades.
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Brennan, G., N. W. Harvey, M. G. Rose, N. Fomison, and M. D. Taylor. "Improving the Efficiency of the Trent 500-HP Turbine Using Nonaxisymmetric End Walls—Part I: Turbine Design." Journal of Turbomachinery 125, no. 3 (July 1, 2003): 497–504. http://dx.doi.org/10.1115/1.1450766.
Full textAbstract:
This paper describes the redesign of the HP turbine of the Rolls-Royce Trent 500 engine, making use of nonaxisymmetric end walls. The original, datum turbine used conventional axisymmetric end walls, while the vane and (shrouded) rotor aerofoil profiles were nominally the same for the two designs. Previous research on the large-scale, low-speed linear cascade at Durham University (see Hartland et al., 1998, “Non-Axisymmetric End Wall Profiling in a Turbine Cascade,” ASME 98–GT-525), had already demonstrated significant potential for reducing turbine secondary losses using nonaxisymmetric end walls-by about one third. This paper shows how a methodology was derived from the results of this research and applied to the design of the single-stage Trent 500-HP turbine (model rig). In particular, the application of a new linear design system for the parametric definition of these end wall shapes (described in Harvey et al., 1999, “Non-Axisymmetric Turbine End Wall Design: Part I Three-Dimensional Linear Design System,” ASME 99–GT-337) is discussed in detail.