Design of Turbo Jet Engine: A Project Report On

A Project report
on
DESIGN OF TURBO JET ENGINE

Submitted in partial fulfilment of the requirement for the award of degree of
BACHELOR OF TECHNOLOGY
in
Mechanical Engineering
Submitted By
G. SAI KUMAR 18D45A0349
T. PRANAY 18D45A0350
D. NARESH 18D45A0355
Under the Guidance of
Dr. P. Mallesham
Professor & HOD
B.E., M.E., Ph.D., ISTE(LM)., AMIE (India), IWS, IFS, CSI
Department of Mechanical Engineering

SRI INDU COLLEGE OF ENGINEERING AND TECHNOLOGY
(Affiliated to Jawaharlal Nehru Technological University)
2021
DESIGN OF TURBOJET ENGINE
Accredited by NBA
CERTIFICATE
This is to certify that the project work entitled “DESIGN OF TURBO JET
ENGINE” is the bonafide work done by,
G. SAI KUMAR 18D45A0349

T. PRANAY 18D45A0350
D. NARESH 18D45A0355
The students of Department of Mechanical Engineering in SRI INDU COLLEGE OF

ENGINEERING & TECHNOLOGY submitted this project to JNTU, Hyderabad
in partial fulfillment of the requirements for the award of B.Tech degree in Mechanical
Engineering. This wo rk has been carried out under my guidance and has not been
submitted the same for any university/institution for the award of any degree/diploma.
Internal Examiner HOD
Principal External examiner

DESIGN OF TURBOJET ENGINE
DESIGN OF TURBOJET ENGINE ii
Abstract
The goal of this major qualifying project was to design and manufacture a
small gas turbine engine. The manufactured components included: axial turbine,
stator, diffuser, compressor inlet, shaft, outer casing, combustion chamber, fuel
distributer, exhaust nozzle, and inlet flange. We reviewed literature regarding
gas turbine engine components, designed each component, and manufactured
them accordingly. We then assembled our engine and planned for testing.
Acknowledgements
At this pleasing moment of having successfully completed our project, we wish to convey our sincere
thanks and gratitude to the management of our college and our beloved CHAIRMAN, SHRI VENKATA
RAO sir, who provided all the facilities to us. We would like to express our sincere thanks to our PRINCIPAL,
SHRI Dr. P. MALLESHAM sir, for forwarding us to do our project and offering adequate duration in
completing our project.
We are also grateful to the PRINCIPAL sir for giving suggestions
SHRI P. MALLESHAM sir, for his constructive ideas and for good
suggestions & encouragement during our project. We also extent our deepest gratitude towards him as for
acting as our GUIDE and giving us proper guidance without which we won’t be able to finish this project
We also express our indebt thanks to our TEACHING and NON- T E A C H I N G staffs of
MECHANICAL ENGINEERING DEPARTMENT, of SRI INDU COLEGE OF
ENGINEERING AND TECHNOLOGY for their constant support and guidance,

Without which we could not possibly complete our project.
Table of Contents
ABSTRACT II
ACKNOWLEDGEMENTS III
TABLE OF CONTENTS IV
TABLE OF FIGURES VI
TABLE OF EQUATIONS VII
TABLE OF TABLES VIII
1.0 INTRODUCTION 9
2.0 BACKGROUND 12
2.1 Gas Turbines 12
2.2 Components 14
2.2.A. Compressor 14
2.2.B. Diffuser 18
2.2.C. Turbine & Stator 18
2.2.D. Combustion Chamber 23
2.2.E. Exhaust Nozzle 25
2.2.F. Fuel System, Lubrication & Bearings 27
2.3 Ideal Cycle Analysis 30
2.3.A. The Brayton Cycle 30
2.3.B. Ideal Component Analysis 33
3.0 METHODOLOGY 37
3.1 Compressor 37
3.2 Inlet Shroud 39

3.3 Diffuser 41
3.4 Combustion Chamber 43
3.5 Shaft Housing 44
3.6 Fuel Distributer 46
3.7 Turbine 47
3.8 Outer Casing & Inlet Flange 50
3.9 Shaft 53
3.10 Stator & Stator Housing 55
3.11 Exhaust Nozzle 56
3.12 Bearings, Fuel Injection, and Lubrication 58
4.0 CONCLUSIONS AND RECOMMENDATIONS 60
REFERENCES 63
APPENDIX A: IDEAL CYCLE ANALYSIS 65
APPENDIX B: TURBINE BLADE STRESS 70
APPENDIX C: FUEL CONSUMPTION CALCULATION 71

Table of Figures
FIGURE 1: FOUR TYPES OF GAS TURBINE ENGINES (AVIATION, 2015) 14
FIGURE 2: EXAMPLE OF CENTRIFUGAL COMPRESSOR 15
FIGURE 3: COMPRESSOR MAP EXAMPLE (GARRET, 2017) 17
FIGURE 4: TURBINE WHEEL (LEFT) AND STATOR (RIGHT) EXAMPLES 20
FIGURE 5: VELOCITY VECTORS FOR STATOR AND TURBINE (MATTINGLY, 2000) 21
FIGURE 6: EXAMPLE OF AN ANNULAR COMBUSTION CHAMBER 24
FIGURE 7: EXAMPLE GEOMETRY OF OPEN BRAYTON CYCLE (FLACK, 2005) 31
FIGURE 8: T-V, P-V AND T-S DIAGRAMS (MIT, 2014) 32
FIGURE 9: GT4202 COMPRESSOR MAP (LIMIT ENGINEERING, 2015) 38
FIGURE 10: G4202 ATTACHED TO DRIVE SHAFT 39
FIGURE 11: INLET SHROUD 41
FIGURE 12: CHANNEL DIFFUSER 42
FIGURE 13: COMBUSTION CHAMBER 44
FIGURE 14: SHAFT HOUSING 45
FIGURE 15: FUEL DISTRIBUTOR 47
FIGURE 16: AXIAL TURBINE 50
FIGURE 17: OUTER CASING 51
FIGURE 18: INLET FLANGE 52
FIGURE 19: SHAFT ASSEMBLY 54
FIGURE 20: NOZZLE 57
FIGURE 21: LUBRICATION SYSTEM 59
FIGURE 22: NOZZLE (LEFT) AND COMPRESSOR (RIGHT) VIEWS OF ASSEMBLY 62
Table of Equations
EQUATION 1: PRESSURE RATIO ACROSS COMPRESSOR 15
EQUATION 2: CHANGE IN ENTHALPY ACROSS COMPRESSOR (KAMPS, 2005) 16
EQUATION 3: POWER INPUT FOR COMPRESSOR (KAMPS, 2005) 16
EQUATION 4: THRUST VECTOR (SHRECKLING, 1992) 21
EQUATION 5: CENTRIFUGAL FORCE CALCULATION (NPOWER, 2009) 22
EQUATION 6: BLADE ROOT NOMINAL STRESS 22
EQUATION 7: THERMAL OUTPUT EQUATION (SHRECKLING, 1992) 28
EQUATION 8: FUEL FLOW REQUIRED (SHRECKLING, 1992) 29
EQUATION 9: PRESSURE RATIO ACROSS INLET 33
EQUATION 10: TEMPERATURE RATIO ACROSS INLET 33
EQUATION 11: PRESSURE RATIO ACROSS COMPRESSOR 34
EQUATION 12: TEMPERATURE RATIO ACROSS COMPRESSOR 34
EQUATION 13: COMPRESSOR T-P RELATION (NASA, COMPRESSOR THERMODYNAMICS,
2015B) 34 EQUATION 14: COMPRESSOR WORK (NASA, COMPRESSOR
THERMODYNAMICS, 2015B) 35
EQUATION 15: PRESSURE RATIO ACROSS COMBUSTOR 35
EQUATION 16: PRESSURE RATIO ACROSS COMBUSTOR 35
EQUATION 17: PRESSURE RATIO ACROSS TURBINE 36
EQUATION 18: TEMPERATURE RATIO ACROSS TURBINE 36
EQUATION 19: TURBINE T-P RELATION (NASA, TURBINE THERMODYNAMICS, 2015D)36
EQUATION 20: TURBINE WORK (NASA, TURBINE THERMODYNAMICS, 2015D) 36
EQUATION 21: PRESSURE RATIO ACROSS NOZZLE 36
EQUATION 22: TEMPERATURE RATIO ACROSS NOZZLE 36
Table of Tables
TABLE 1: SPECIFIC ENERGY AND DENSITY OF DIFFERENT FUELS...........27
TABLE 2: STAGES OF GAS TURBINE ENGINE.................................................31
DESIGN OF MINIATURE TURBOJET 9
ENGINE
1.1 Introduction
The gas turbine engine is a machine that, according to the thermodynamic
Brayton Cycle, does work by harnessing energy from a working fluid and
converting the energy into a useable form. Various types of gas turbines are
designed to perform a range of tasks but all operate on similar principles. Air
enters the engine, is compressed, mixed with fuel, combusted, and then expanded
through a rotating turbine. Common applications of modern gas turbines include:
producing auxiliary power for ground or aircraft systems, propelling military
aircraft at supersonic speeds, and driving the rotor system of helicopters
(Macisaac & Langton, 2011). Due to the extreme temperatures and high
rotational speeds experienced by engine components, design and construction of a
gas turbine demands accuracy, informed material selection, knowledge of
thermodynamics, and the ability to model and machine metal components.
As material processing techniques advanced, it became possible to
manufacture gas turbine engines small enough to power radio controlled (RC)
airplanes. Modern gas turbines for full size aircraft generally utilize axial
compressors and turbines with multiple stages of blades. These multi-stage
components increase efficiency, pressure ratios, and performance characteristics
(Shreckling, 1992). However, RC jet modelers found that small engines can be
reasonably efficient and powerful with single stage compressor and turbine stages.
A centrifugal compressor matched to an axial turbine has become a common
design among RC jet enthusiasts. With this simplification, along with

ENGINE
advancements in CNC machining and 3D modeling, it is possible to manufacture
a complete miniature gas turbine with a relatively small investment.

Although miniature gas turbines are now available for sale from a number
of manufacturers, the secrets of design and construction are still somewhat
hidden from the end customer. Accurate analysis of performance is elusive even
with the utilization of modern software, and an iterative design process offers the
soundest path toward new engine development (Stricker, 1998). However, a
number of publications are available that instruct the ambitious RC jet enthusiast
on how to manufacture an engine with amateur means.
The goal of this project is to call on the literature available regarding small
gas turbines in order to design and manufacture an engine that is self-sustaining.
In order to expedite the design process, efficiency and thrust production are not
prioritized. Due to budget and time restrictions we are unable to complete
multiple iterations of a new engine. Therefore, we rely on engine designs
currently developed to aid in the design of our major components. Subjects such
as new airfoil design for turbine blades, nozzle efficiency, and combustor
efficiency can be the subject of years of research and investment. For this reason,
we drew on industry standards and recommendations of modelers to design some
of our components. We realized early that two crucial components, the centrifugal
compressor and ball bearings, would be impossible to design and manufacture
given the time frame. We made the decision to purchase these components in
order to make our project more feasible given the restrictions.
This project culminated in the manufacture of twelve major components.
• Compressor inlet shroud

• Diffuser
• Power transmitting shaft
• Shaft housing
• Annular Combustion chamber
• Fuel distributer
• Stator
• Stator/turbine housing
• Axial Turbine
• Exhaust nozzle
• Outer casing
• Inlet flange
Additionally, we assembled our components and added a fuel injection system
and bearing lubrication system. Due to time constraint, we were unable to
implement a throttle mechanism or construct a simple and safe engine stand and
were not able to test the engine. Each component listed above was first modeled
with SOLIDWORKS software and then manufactured with the material
processing capabilities available in Worcester Polytechnic Institute’s Washburn
and Higgins Labs. Throughout the experience, our team furthered our design and
manufacturing skills through manual and CNC milling and turning, TIG
welding, sheet metal forming, and regular engineering troubleshooting.

2.1 Background
This chapter reviews previous research on gas turbines with an emphasis
on small/miniature sized turbojets. We provide an introduction to gas turbines and
their use as well as methods for conducting theoretical cycle analysis.
Additionally, we introduce the components that constitute a modern small gas
turbine.
2.2 Gas Turbines

A gas turbine is a type of continuous, internal combustion engine that
contains three major components: a compressor, a combustor, and a turbine. A
basic configuration, referred to as the turbojet, consists of an inlet nozzle where air
at free stream velocity is directed into a compressor (Hunecke, 1997). The air is
accelerated and compressed across the compressor stage and then redirected into
the combustion chamber. Fuel is injected into the chamber, combined with the
high-pressure air, and ignited to create combustion. The hot gas, which has
expanded in the combustion chamber, is forced through the turbine blades resulting
in rotation of the shaft which ties the turbine
to compressor. From here the exhaust gas is accelerated through an outlet
nozzle. The high velocity exhaust is at a speed much greater than the free stream
velocity and therefore produces thrust.
The basis for the creation of thrust is Isaac Newton’s second law of motion,
force is equivalent to mass times acceleration (Shreckling, 1992). According to
the principles of conservation of momentum, the thrust force created by the

turbojet is equal to the mass flow rate of the exhaust gas multiplied by the velocity
relative to the free stream velocity of air entering the compressor. The more fuel
that is consumed by the engine, the more

thrust is created, assuming constant efficiency. One method for increasing the
amount of thrust is by afterburning, also known as thrust augmentation. This
design incorporates a separate burner that combusts extra fuel and releases hot
exhaust gases downstream from the turbine (Britannica, 2018). Afterburners can
substantially increase thrust at the expense of rapid fuel consumption. However,
afterburners are primarily used in military aircraft to achieve supersonic flight.
Some gas turbines do not generate thrust and instead have become a
popular method for power generation due to increases in efficiencies (Boyce,
Meherwan P., et al., 2012). Although these industrial applications for gas turbines
exist, this paper focuses on aircraft propulsion applications. Four main types of
turbines utilized in the aerospace industry are the turbojet, turbofan, turboprop and
turboshaft.
Turbojet and turbofan engines provide thrust generated from reaction
forces created by high velocity exhaust gas leaving the outlet nozzle. The turbofan
is the most common type of engine used in the aerospace industry (Hunecke,
1997). It utilizes a fan that is upstream the compressor, which is also driven by the
turbine. Air bypasses the compressor and rejoins the flow downstream of the
turbine adding “cold thrust.” This design achieves better fuel efficiency than
turbojet engines while operating at cruising speeds common to civil airline travel.
The turbojet engine, unlike the turbofan, does not allow air to bypass the
compressor, it is simple by design and the earliest type of turbine propulsion
engine.
Turboprop and turboshaft engines use exhaust gases to drive a separate
turbine that drives a propeller. The difference between the two is that the
turboshaft utilizes all exhaust gas to drive the propeller, whereas the turboprop
also uses some of this exhaust

gas to produce thrust. Turboshaft engines are commonly used in helicopters, such
as the Sikorsky CH-53G. Figure 1 below gives a visual representation of these
four engines.
Figure 1: Four Types of Gas Turbine Engines (Aviation, 2015)
2.3 Components
In order to better understand how a small turbojet engine operates, one must
understand the purpose for each component. This section reviews the conceptual
physics and thermodynamics as they relate to each individual component.
2.3.A. Compressor
As we now know, the compressor is the stage of the engine which creates
high enough pressure to achieve combustion. The two types of compressors
commonly used in
turbojet engines are axial and centrifugal (Stricker, 1998). The axial compressor
directs the air flow parallel to the rotational axis whereas the centrifugal design
directs the flow radially outward, perpendicular to the rotational axis. Small gas
turbines, that produce less than 5 MW, are often designed around centrifugal
compressors. Although these are less efficient than multi-stage axial compressors,
centrifugal compressors are reliable and able to produce pressure ratios in excess
of 8:1 with a single stage (Kamps, 2005). The pressure ratio is equal to the total
pressure downstream the compressor divided by the
pressure at the compressor

entry. 𝑃$
Π=
𝑃1
Equation 1: Pressure Ratio Across Compressor
This ratio impacts thrust, fuel consumption and engine efficiency. An example
of a centrifugal compressor can be seen in Figure 2.
Figure 2: Example of Centrifugal Compressor

Regardless of the exact geometry in the centrifugal compressor, the
purpose is to redirect the air radially along the axis of rotation (NASA,
Compressor, 2015a). Air flows along the blades of the compressor and is sent out
in the radial direction by centrifugal force. The high-speed air accelerated by the
compressor then enters the diffuser stage of the engine. The increase in pressure
across the compressor is accompanied by increases in temperature and enthalpy
(Kamps, 2005). Change in enthalpy across an adiabatic
compressor can be defined

by:
∆ℎ = 𝑇𝐶𝑝(𝜋-.$/0 − 1)
Equation 2: Change in Enthalpy Across Compressor (Kamps, 2005)
where,
𝐽
∆ℎ = 𝐶ℎ𝑎𝑛𝑔𝑒 9𝑛 𝐸𝑛𝑡ℎ𝑎𝑙𝑝𝑦𝑘𝑔
𝑇 = 𝐼𝑛𝑙𝑒𝑡 𝑡𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒 𝑜F 𝑎9𝑟 (𝐾𝑒𝑙𝑣9𝑛)

𝐾𝐽
𝐶𝑝 = 𝑆𝑝𝑒𝑐9F9𝑐 ℎ𝑒𝑎𝑡 𝑜F 𝑎9𝑟 𝑒𝑛𝑡𝑒𝑟9𝑛𝑔 𝑐𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑜𝑟 ( )
𝐾𝑔𝐾
𝜋 = 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝑟𝑎𝑡9𝑜 𝑜F 𝑡ℎ𝑒 𝑐𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑜𝑟
This rise in enthalpy is proportional to the input power provided by the
turbine to the compressor, which can be seen in the following expression.
𝑚∆ℎ
𝑃= L
Equation 3: Power Input for Compressor (Kamps, 2005)

where,
𝐽
∆ℎ = 𝐸𝑛𝑡ℎ𝑎𝑙𝑝𝑦 9𝑛𝑐𝑟𝑒𝑎𝑠𝑒 ( )
𝑘𝑔
𝑃 = 𝑃𝑜𝑤𝑒𝑟 9𝑛𝑝𝑢𝑡
(N) L = 𝐸FF9𝑐9𝑒𝑛𝑐𝑦
𝑘𝑔
𝑚 = 𝑀𝑎𝑠𝑠 F𝑙𝑜𝑤 𝑜F 𝑎9𝑟 𝑡ℎ𝑟𝑜𝑢𝑔ℎ 𝑐𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑜𝑟 ( )
𝑠
From empirical data and computer simulation, performance of a
compressor can be represented by compressor maps. These charts plot
performance characteristics of a compressor in order to understand the
compressors’ capabilities. Typically, mass flow rate and pressure ratio are
plotted, although sometimes rotations per minute (RPM) or efficiency are seen.
An example of a standard compressor map can be seen below in Figure 3.
Figure 3: Compressor Map Example (Garret, 2017)

2.3.B. Diffuser
The purpose of a diffuser is to decelerate the speed of the incoming
compressed fluid, converting the speed of the gas into pressure. Essentially, the
diffuser converts high speed air in the form of kinetic energy into potential energy
in the form of high pressure. There are a variety of acceptable diffuser designs for
small gas turbines. One design, the radial wedged diffuser, has become popular
among manufacturers of small gas turbines for model aircraft. The KJ66, a
primitive engine design widely popular among RC jet enthusiasts, utilizes the
radial wedged diffuser design (Ling, Wong, & Armfield, 2007). The blade
configuration of these diffusers can vary greatly and still perform adequately,
some are curved in the direction of rotation of the impeller while others curve in
the opposite direction. However, perhaps the most desirable blade design
characteristic for small gas turbines is that the blade widens to provide sufficient
surface area for bolt holes (Kamps, 2005). These bolt holes provide a convenient
location that allows the manufacturer to bolt the diffuser, compressor and inlet
shroud into a ridged body.
2.3.C. Turbine & Stator
Turbines, like compressors, are designed as either axial or radial. Axial-
flow turbines are the most widely used because they offer the possibility for higher
mass flow rates than that of radial turbines. Typically, axial-flow turbines consist
of multiple stages in order to increase efficiency and thrust production. However,
when designing small gas turbines single stage axial turbines are often used. The
turbine stage usually consists of nozzle stationary guide vanes, also known as a
stator. Stator blades are airfoils with their
leading edges facing the combustion chamber (Hunecke, 1997). Their purpose is
to reduce the phenomena known as swirl and allow air to accelerate into the
turbine blades. The stator directs exhaust gases in the axial direction towards the
turbine blades while increasing the absolute velocity and kinetic energy of the
exhaust gases. The stator has a similar yet opposite role to that of the diffuser in
the compressor stage. In the diffuser, the area between the adjacent blades
increase in the downstream direction whereas in the stator this area increases.
The stator and turbine must contend with extremely high thermal loads. By
raising the turbine inlet temperature, more thrust per unit mass flow rate is
generated (Mattingly, 2000). The turbine also operates at extremely high angular
velocities. These criteria have driven the development of new materials and
cooling techniques used in this stage of the engine. Even small turbine blades can
encounter exhaust gases with temperatures in excess of 1000 degrees centigrade
while rotating upwards of 100,000 RPM. Due to high pressures, temperatures, and
peripheral blade speeds nickel-based super alloys are often used (Mukinutalapati,
2011). These materials must also have high resistance of creep due to their
continuous use under these conditions. Various companies have developed
Nickel-Chromium super alloys for use in turbine blades.
Common trade names for these alloys include: Inconel 625, Altemp 625, and
Chronin 625. Examples of a turbine and a stator with housing can be seen in 5.
Figure 4: Turbine Wheel (left) and Stator (right) Examples
Turbine blade design is perhaps the most critical consideration for
improving thrust creation. The goal in turbine blade design is to produce a
velocity vector at the turbine exit that is the same magnitude and direction
everywhere along the blade (Mattingly, 2000). The purpose of this design is to
provide axially directed flow at turbine exit with as little swirl as possible,
considering swirl is unusable for thrust creation. In order to better understand
stator and turbine blade design it is necessary to examine vector analysis with
velocity triangles.
Three standardized variables are commonly used in velocity diagrams to
represent the interaction between the turbine blades and working fluid. These
three variables are: the peripheral velocity vector of the blade element (r), the
absolute velocity vector (V), and the relative velocity vector (VR). Figure 5
shows how these vectors are influenced when progressing through the turbine
stage.
Figure 5: Velocity Vectors for Stator and Turbine (Mattingly, 2000)
The use of velocity triangles and diagrams is crucial to turbine and stator
design. Thrust for example, is influenced by the velocity vector that points in the
axial direction of the turbine. Sometimes called the thrust vector, this velocity
can be determined using
the following
equation.
𝑉Q = 𝜔𝑟𝑡𝑎𝑛(𝛽Q)
Equation 4: Thrust Vector (Shreckling, 1992)
where,
𝑉Q = 𝐴𝑏𝑠𝑜𝑙𝑢𝑡𝑒 𝑠𝑝𝑒𝑒𝑑 𝑜F 𝑒𝑥ℎ𝑎𝑢𝑠𝑡 𝑔𝑎𝑠
𝜔𝑟 = 𝑃𝑒𝑟9𝑝ℎ𝑒𝑟𝑎𝑙 𝑠𝑝𝑒𝑒𝑑 𝑜F 𝑡𝑢𝑟𝑏9𝑛𝑒 𝑏𝑙𝑎𝑑𝑒
𝛽Q = 𝐴𝑛𝑔𝑙𝑒 𝑏𝑒𝑡𝑤𝑒𝑒𝑛 𝑉Q𝑟 𝑎𝑛𝑑 𝜔𝑟(𝑟𝑒𝑙𝑎𝑡9𝑣𝑒 𝑠𝑝𝑒𝑒𝑑 𝑜F 𝑒𝑥ℎ𝑎𝑢𝑠𝑡 𝑔𝑎𝑠)

Turbine rotors encounter extremely high temperatures and rotational
speeds which result in high centrifugal forces and therefore high stress in the
blades. The centrifugal force on a turbine blade can be calculated using
Equation 5:
𝑟1$ − 𝑟$$
$
𝐹 = 𝜌𝐴𝜔 ( )
2
Equation 5: Centrifugal Force Calculation (npower, 2009)
where,
𝑘𝑔
𝜌 = 𝐷𝑒𝑛𝑠9𝑡𝑦 𝑜F 𝑡ℎ𝑒 𝑡𝑢𝑟𝑏9𝑛𝑒 𝑏𝑙𝑎𝑑𝑒 𝑚𝑎𝑡𝑒𝑟9𝑎𝑙
𝑚Q
𝐴 = 𝐶𝑟𝑜𝑠𝑠 𝑠𝑒𝑐𝑡9𝑜𝑛𝑎𝑙 𝑎𝑟𝑒𝑎 𝑜F 𝑡ℎ𝑒 𝑏𝑙𝑎𝑑𝑒 𝑚$

𝑟𝑎𝑑9𝑎𝑛𝑠
𝜔 = 𝐴𝑛𝑔𝑢𝑙𝑎𝑟 𝑣𝑒𝑙𝑜𝑐9𝑡𝑦 ( )
second
𝑟1 = 𝑅𝑜𝑡𝑜𝑟 𝑑9𝑠𝑘 𝑟𝑎𝑑9𝑢𝑠 𝑚
𝑟$ = 𝐵𝑙𝑎𝑑𝑒 𝑡9𝑝 𝑟𝑎𝑑9𝑢𝑠 (𝑚)
From here, it is possible to calculate the nominal stress on the blade root with
Equation
6:
𝐹
𝜎=
𝐴𝑟𝑜𝑜𝑡
Equation 6: Blade Root Nominal Stress
Where Aroot is the cross-sectional area of the blade root, which in in this
project is equivalent to the cross-sectional area of the blade, A, due to a constant
cross-sectional blade design. This nominal stress should be accounted for when
selecting blade material to ensure that the blades can withstand the centrifugal
force. Turbine rotors often require high safety factors, making sure that this
nominal stress is magnitudes lower than the
allowable tensile strength of the material used. It should be noted that the center of
the turbine wheel experiences centrifugal forces up to three times as high as the
blades due to a stress concentration at the hole (Kamps, 2005). Common turbine
wheel designs account for this by employing a thicker center of the disk than
along the outsides.
2.3.D. Combustion Chamber
The purpose of the combustion chamber is to retrieve air from the
compressor stage and deliver it at much greater temperatures to the turbine stage,
this is where heat is added to the cycle by burning fuel. The diffuser section of the
compressor stage decelerates the airflow in order to increase pressure before it
reaches the combustion chamber. This high-pressure air stores potential (pressure)
energy and will produce better combustion and cycle efficiency. Energy is further
increased through combustion of injected fuel, usually kerosene, and the high-
pressure air (Hunecke, 1997). Average air/fuel ratios range from around 45:1 to
130:1 for the entire combustion chamber however fuel will only burn efficiently
around the stoichiometric air/fuel ratio, 15:1. As this project is concerned with
combustion chamber design, it should be noted that many advancements in
combustion chamber design have been founded upon empirical data and
experimentation (NASA, 1973). Therefore, design of combustion chambers relies
heavily on the analysis of previous, similarly designed systems.
Two common types of combustion chambers have been developed, the
cylindrical, or can chamber, and the annular chamber. A single annular chamber
can be employed quite effectively in a turbojet engine while being conducive to

minimizing weight, cost,
and complexity of design (Smith, 1956). Our research focuses on small,
annular combustion chambers that can be utilized in miniature turbojet
engines.
Similar to the turbine stage, the combustion chamber must account for
extremely high temperatures. For this reason, nickel-based super alloys are often
used for this component. Conditions that constitute an effective combustion stage
design include: continuous combustion, uniform combustion (no hot spots),
adequate mixing of air and fuel, low pressure losses, and short length to cross-
sectional area ratio. Figure 6 shows an
example of an annular combustion chamber.
Figure 6: Example of an Annular Combustion Chamber
The combustion chamber is broken down into three zones: the primary,
secondary, and tertiary zones (Smith, 1956). These three different zones can be
associated with the three distinct hole sizes on both the outer and inner liner of
the combustion chamber. The largest holes make up the primary zone, the
second largest make up the secondary zone, and the smallest holes make up the
tertiary zone. Often,
these holes are plunged in order to act as small nozzles and accelerate the
incoming air. The gas mixture ignites, traditionally through the use of a spark
plug, in the primary zone which is the first combustion zone downstream the
compressor. The secondary zone is where further air is injected and the
combustion process is completed. The last section, the tertiary zone, is where any
leftover air is injected to achieve air temperatures sufficient for entry into the
turbine stage.
In order for a combustion chamber to be effective, continuous
combustion must be achieved so that the heat from a previous reaction is sufficient
to vaporize the liquid fuel for the next reaction. High initial temperatures, high
fuel to air ratios and high pressures are necessary for this continuous combustion
(El-Sayed, 2015). If the fuel to air ratio is too low, then heat generated from the
reaction is mostly spent in increasing the temperature of nitrogen and oxygen in
the chamber rather than vaporizing the incoming fuel. In order to achieve this self-
sustaining combustion, engines are often started with an alternative gaseous fuel
source, such as propane. This allows for the engine to achieve sufficient
temperatures before introducing kerosene and risking partial combustion that
could result in carbon build up that can gunk up the engine or cause hot spots.
2.3.E. Exhaust Nozzle
The purpose of an exhaust nozzle is to create thrust by converting the
potential energy of incoming gas into kinetic energy (Hunecke, 1997). In the
nozzle, the mass flow rate is constant. As velocity increases in the direction of
flow, pressure decreases. Typically, length is not a crucial design consideration

however, losses due to friction can be excessive if the nozzle is too long. In an
ideal nozzle,
there are minimal kinetic energy losses due to this friction. Well-designed
nozzles can commonly achieve efficiencies up to 90%.
Common nozzle designs for aircraft include the converging nozzle and the
converging-diverging nozzle. Converging nozzles are used for aircraft flying at
subsonic speeds, speeds which are less than the speed of sound throughout the
nozzle. Converging-diverging nozzles are used to achieve supersonic flows, which
are typically used in military aircraft. Flow through convergent nozzles are
subsonic when the pressure at the exit is equal to ambient pressure (Hill &
Peterson, 1992). The exit area of a convergent nozzle is known as the throat. This
project focuses on the use of a converging nozzle in order to reduce noise and
avoid shockwaves.
Theoretical converging nozzle analysis uses some basic assumptions:
frictional losses between the air and the walls are neglected, the gases are treated
as ideal gases, the process is steady state and steady flow, the process is isentropic,
and mass and energy are conserved through the nozzle (Smith, 1956). These
assumptions aid in the design of nozzles, however small jet engines have been
successful using a very simple converging nozzle design with minimal reduction
in cross sectional area across the nozzle. This is done in order to avoid choked
flow at the exit (Benini & Giacometti, 2007).

2.3.F. Fuel System, Lubrication & Bearings
Gas turbines can utilize an assortment of liquid or gaseous fuels. Gaseous
fuels do not require vaporization to achieve combustion. However, liquid fuels
present a lower risk of gas escape and are therefore easier to handle and store. For
this reason, liquid fuels are common in aircraft engines. The desirable
characteristic when choosing a fuel source is a high specific heat of combustion.
Also known as the specific energy, this property is defined as the energy per unit
mass of a fuel (Shreckling, 1992). High specific energy results in lower quantities
of fuel needed to achieve high levels of energy production. Common turbine fuels
include: diesel, kerosene, propane and butane, which all have specific energy
values ranging from 40-50 MJ/kg. Table 1 shows some common specific energy
values for different fuel sources.
Table 1: Specific Energy and Density of Different Fuels
Fuel Specific Energy (MJ/kg) Density (kg/m3)
Methane 55.6 423
Propane 50.3 585
Butane 49.5 601
Gasoline 47.3 716
Kerosene 46.2 830
Diesel 44.8 830

The stoichiometric air/fuel ratio of the mixture is essential to achieving
combustion. This ratio defines the amount of air consumed by the engine
compared to the amount of fuel consumed. For example, gasoline engines require
an air/fuel ratio of 14.7:1, meaning for every 1 part of fuel, 14.7 parts of air are
required to achieve combustion. The proper mixture of fuel and air is critical in
achieving high engine durability and performance. Any excess fuel will not
combust and form deposits on combustion chamber components such as injectors,
vaporization tubes or even turbine blades (Flack, 2005). This can further lead to
the development of hotspots and inefficient combustion. Another important
consideration is determining the minimum required fuel consumption for the
engine. By calculating the heat output and then using the specific density and
energy of the fuel, the minimum fuel flow requirement can be determined.
h = 𝑚𝑐∆𝑇
Equation 7: Thermal Output Equation (Shreckling, 1992)

Where,
h = 𝐻𝑒𝑎𝑡 𝑜𝑢𝑡𝑝𝑢𝑡 (N)
𝐾𝐽
𝑐 = 𝑆𝑝𝑒𝑐9F9𝑐 ℎ𝑒𝑎𝑡 𝑜F 𝑎9𝑟𝑘𝑔𝐾
𝑚 = 𝑀𝑎𝑠𝑠 F𝑙𝑜𝑤 rate
∆𝑇 = 𝐶ℎ𝑎𝑛𝑔𝑒 9𝑛 𝑡𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒 𝑎𝑐𝑟𝑜𝑠𝑠 𝑒𝑛𝑔9𝑛𝑒

h
𝐹=
𝑒𝜌
Equation 8: Fuel Flow Required (Shreckling, 1992)
where,
𝑚𝐿
𝐹 = 𝑀9𝑛9𝑚𝑢𝑚 F𝑢𝑒𝑙 F𝑙𝑜𝑤 𝑠
𝐾𝐽
𝑒 = 𝑆𝑝𝑒𝑐9F9𝑐 𝐸𝑛𝑒𝑟𝑔𝑦 𝑜F F𝑢𝑒𝑙𝑘𝑔
𝑘𝑔
𝜌 = 𝐷𝑒𝑛𝑠9𝑡𝑦 𝑜F F𝑢𝑒𝑙 ( )
𝑚𝐿
In order to burn liquid fuels effectively, the fuel must first be vaporized
and then be mixed with oxygen. One method of vaporizing liquid fuel is the
integration of vaporization tubes inside the combustion chamber. These tubes act
as heat exchangers between the cold liquid fuel and surrounding hot gases. The
temperature of the combustion chamber must be high enough so that
vaporization can occur using liquid fuels (Shreckling, 1992). To achieve these
temperatures, gaseous fuels can be used as a method to starting small gas turbine
engines in order to attain full vaporization.

2.4 Ideal Cycle Analysis
The goal of cycle analysis with regard to design of gas turbines is to
develop values for performance parameters. Thrust, fuel consumption, and other
important values can be calculated based on a number of assumptions and design
specifications (Oates, 1997). These assumptions and specifications are as
follows:
Assumptions
o Compression and expansion are isentropic and adiabatic processes
o The working fluid is taken as an ideal gas with constant specific heat specific heat
ratio
o Heat for combustion is assumed to come from an outside source and the fuel mass
is neglected
Specifications
o Compression ratio indicated prior to design
o Ambient air temperature and pressure are known
o An inlet Mach number is indicated
2.4.A. The Brayton Cycle
Jet engines operate as an open Brayton Cycle where a working fluid flows
into a compressor, is combusted, and then exhausted through a turbine (El-
Sayed, 2015). Unlike a closed system, these exhaust gases cannot be
recirculated as they are instead used to generate thrust. Figure 7 represents a
typical open Brayton Cycle where a negligible mass of fuel is injected at the
combustor stage.
Figure 7: Example Geometry of Open Brayton Cycle (Flack, 2005)
The compressor and turbine are connected by a single shaft with an angular
velocity. When considering an aircraft gas turbine, the work of the engine can
be viewed as the change in kinetic energy between the incoming and outgoing
fluid (Oates, 1997). The stages of a gas turbine related to the location on the
engine can be defined as follows:
Table 2: Stages of Gas Turbine Engine

Stage Location
0 Upstream
1 Inlet Entry
2 Compressor Entry
3 Compressor Exit
4 Turbine Entry
5 Turbine Exit
6 Nozzle Entry
7 Nozzle Exit
Figure 8 represent the Brayton Cycle. These temperature-specific
volume, pressure-specific volume, and temperature-entropy diagrams are
commonly used to observe the changes in these properties between different
stages of the engine.
Figure 8: T-v, P-v and T-s Diagrams (MIT, 2014)
The four processes that constitute the Brayton Cycle can be seen in
these diagrams. These processes are:
03 Isentropic Compression
34 Constant Pressure Combustion
48 Isentropic Expansion
80 Constant Pressure Heat Rejection

(Fluid is not recirculated in open
cycle)
The following section introduces the equations related to each component
when observed using the ideal cycle analysis.

2.4.B. Ideal Component Analysis
By determining the pressure and temperature at the first stage of the
cycle, pressures and temperature downstream can be calculated. To achieve this,
these properties are taken as ratios across each component. The ideal analysis for
our engine follows the following equations and can be seen in Appendix A.
𝑆𝑡𝑎𝑔𝑛𝑎𝑡9𝑜𝑛 𝑃𝑟𝑒𝑠𝑠𝑟𝑒 𝐿𝑒𝑎𝑣9𝑛𝑔 𝐶𝑜𝑚𝑝𝑜𝑛𝑒𝑛𝑡

𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝑅𝑎𝑡9𝑜 () = 𝑆𝑡𝑎𝑔𝑛𝑎𝑡9𝑜𝑛 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝐸𝑛𝑡𝑒𝑟9𝑛𝑔 𝐶𝑜𝑚𝑝𝑜𝑛𝑒𝑛𝑡
𝑆𝑡𝑎𝑔𝑛𝑎𝑡9𝑜𝑛 𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒 𝐿𝑒𝑎𝑣9𝑛𝑔 𝐶𝑜𝑚𝑝𝑜𝑛𝑒𝑛𝑡

𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒 𝑅𝑎𝑡9𝑜 () = 𝑆𝑡𝑎𝑔𝑛𝑎𝑡9𝑜𝑛 𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒 𝐸𝑛𝑡𝑒𝑟9𝑛𝑔 𝐶𝑜𝑚𝑝𝑜𝑛𝑒𝑛𝑡
Inlet
Flow across the inlet is assumed to be isentropic and adiabatic. Throughout
the inlet, there is no change in pressure or temperature and the enthalpy is
constant. Therefore,
𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝑎𝑡 𝐶𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑜𝑟 𝐸𝑛𝑡𝑟𝑦 𝑃$

𝜋 =
i
𝐹𝑟𝑒𝑒 𝑆𝑡𝑟𝑒𝑎𝑚 𝐴9𝑟 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 =𝑃-
Equation 9: Pressure Ratio Across Inlet
𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒 𝐶𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑜𝑟 𝐸𝑛𝑡𝑟𝑦 𝑇$

𝑟 =
i
𝐹𝑟𝑒𝑒 𝑆𝑡𝑟𝑒𝑎𝑚 𝐴9𝑟 𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒 =𝑇-
Equation 10: Temperature Ratio Across Inlet

Compressor
The compressor has pressure and temperature ratios that are not constant.
Enthalpy, temperature and pressure increase across the compressor as energy is added to
the
fluid.
𝜋𝑐 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝑎𝑡 𝐶𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑜𝑟 𝑃Q
=
𝐸𝑥9𝑡 = 𝑃$
𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝑎𝑡 𝐶𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑜𝑟
𝐸𝑛𝑡𝑟𝑦
Equation 11: Pressure Ratio Across Compressor
𝑟𝑐 𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒 𝑎𝑡 𝐶𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑜𝑟 𝑇Q
=
𝐸𝑥9𝑡 = 𝑇$
𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒 𝑎𝑡 𝐶𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑜𝑟
Equation 12: Temperature Ratio Across Compressor
Because flow is considered isentropic across the compressor, the two ratios
can be related using the following equation:

n
𝜋𝑐 = 𝑟𝑐no1
Equation 13: Compressor T-P Relation (NASA, Compressor Thermodynamics, 2015b)
where,
p = 𝑆𝑝𝑒𝑐9F9𝑐 ℎ𝑒𝑎𝑡 𝑟𝑎𝑡9𝑜
If the pressure ratio across the compressor is specified and the inlet
temperature and pressure are known, the conditions at the exit of the compressor
can be found.
Furthermore, the compressor work can be calculated using the relation:

N𝑐 = 𝑐𝑝(𝑇Q − 𝑇$)
Equation 14: Compressor Work (NASA, Compressor Thermodynamics, 2015b)
where,
𝐾𝐽
𝑐𝑝 = 𝑆𝑝𝑒𝑐9F9𝑐 ℎ𝑒𝑎𝑡 𝑜F 𝑎9𝑟 𝑘𝑔𝐾
Combustor
During combustion pressure remains constant and temperature increases, resulting
in:
𝜋𝑏 = 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝑎𝑡 𝑇𝑢𝑟𝑏9𝑛𝑒 𝑃r
𝐸𝑛𝑡𝑟𝑦 = 𝑃Q
𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝑎𝑡 𝐶𝑜𝑚𝑏𝑢𝑠𝑡𝑜𝑟
𝐸𝑥9𝑡
Equation 15: Pressure Ratio Across Combustor
However, temperature does increase and is calculated using:
𝑟𝑐 = 𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒 𝑎𝑡 𝑇𝑢𝑟𝑏9𝑛𝑒 𝑇r
𝐸𝑛𝑡𝑟𝑦 = 𝑇Q
𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒 𝑎𝑡 𝐶𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑜𝑟
𝐸𝑥9𝑡
Equation 16: Pressure Ratio Across Combustor
The heat input and the minimal fuel requirements for combustion can
be found using Equations 7 and 8 shown in Chapter 2.1.E.
Turbine
Temperature and pressure both drop across the turbine stage due to the fact
that energy is being removed from the fluid in order to rotate the shaft.
𝜋𝑡 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝑎𝑡 𝑇𝑢𝑟𝑏9𝑛𝑒 𝑃s
=
𝐸𝑥9𝑡 = 𝑃r
𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝑎𝑡 𝑇𝑢𝑟𝑏9𝑛𝑒
Equation 17: Pressure Ratio Across Turbine
𝑟𝑡 𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒 𝑎𝑡 𝑇𝑢𝑟𝑏9𝑛𝑒 𝑇s
=
𝐸𝑥9𝑡 = 𝑇r
𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒 𝑎𝑡 𝑇𝑢𝑟𝑏9𝑛𝑒
Equation 18: Temperature Ratio Across Turbine
Because flow is also considered isentropic across the turbine, the two
ratios can be related using the following equation:

n
𝜋𝑡 = 𝑟𝑡no1
Equation 19: Turbine T-P Relation (NASA, Turbine Thermodynamics, 2015d)
Furthermore, turbine work can be calculated using the relation:
N𝑡 = 𝑐𝑝(𝑇s − 𝑇r)
Equation 20: Turbine Work (NASA, Turbine Thermodynamics, 2015d)

Nozzle
Flow across the nozzle is also to be assumed isentropic and adiabatic.
𝜋𝑛 = 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝑎𝑡 𝑁𝑜𝑧𝑧𝑙𝑒 𝐸𝑥9𝑡 = 𝑃/

𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝑎𝑡 𝑁𝑜𝑧𝑧𝑙𝑒 𝑃w
𝐸𝑛𝑡𝑟𝑎𝑛𝑐𝑒
Equation 21: Pressure Ratio Across Nozzle
𝑟𝑛 = 𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒 𝑎𝑡 𝑁𝑜𝑧𝑧𝑙𝑒 𝐸𝑥9𝑡 = 𝑇/

𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒 𝑎𝑡 𝑁𝑜𝑧𝑧𝑙𝑒 𝑇w
𝐸𝑛𝑡𝑟𝑎𝑛𝑐𝑒
Equation 22: Temperature Ratio Across Nozzle

3.1 Methodology
This chapter explains how we designed and manufactured each
component of our engine. We present each component and outline the
considerations and challenges encountered during the design process.
Additionally, we discuss the materials and manufacturing methods used to
produce each component. We have included the two-dimensional CAD
drawings of each part in Appendix D.
3.2 Compressor
In order to simplify the design and manufacturing process and complete the
project within the given time constraint, our team decided to purchase a
compressor wheel. After examining the literature regarding compressor wheels
used in small gas turbine engines, we concluded that a single stage axial
compressor would not offer a high enough compression ratio or efficiency to be
used in an engine of our size. Engines similar in size to our own design, such as
the SR-30 described in Chapter 2.2, utilize a centrifugal compressor in order to
achieve adequate compression ratios and efficiencies. For these reasons, we chose
to investigate centrifugal compressor wheels used in automotive turbochargers.
We found that the Garret GT4202 compressor wheel provided a mass flow rate
and pressure ratio, at our desired RPM, similar to those recorded in SR30 test data
(Witkowski, White, Ortize Duenas, Strykowski, & Simon, 2003). Additional
benefits of selecting this compressor were its availability for purchasing and the
accessibility
of its compressor map. The compressor map for the GT4202 can be seen in Figure 9.
Figure 9: GT4202 Compressor Map (Limit Engineering, 2015)
The GT4202 incorporates a curved profile on the diffuser side. We quickly
realized that removing the profile and machining the diffuser side flat would allow
us to more easily match this compressor to a diffuser without the need to match
this unknown profile. Therefore, we decided to machine the diffuser side flat using
a manual mill. Pictures of the altered GT4202 compressor attached to the shaft can
be seen in Figure 10.

Figure 10: G4202 Attached to Drive Shaft
3.3 Inlet Shroud

The primary challenge we faced while integrating the GT4202 compressor
into our engine design was obtaining the profile of the rotating compressor wheel.
Computer Aided Design (CAD) models of the compressor are proprietary and
unavailable to consumers. However, it was essential that we find these dimensions
in order to design an inlet shroud. The space between the compressor blades and
the inlet shroud cannot exceed 40/1000 of an inch and to achieve reasonable
efficiencies, should be as small as possible (Kamps, 2005). Therefore, our team
was forced to find a way of designing a shroud to meet this high tolerance.
After considering the use of a Coordinate Measuring Machine (CMM) as
well as an Optical Comparator, we determined the best course of action was to
obtain a 3D scan of the compressor. We reached out to a company in Windsor,
Connecticut called Capture 3D, their staff donated their time, equipment, and
expertise to generate a stereolithographic (STL) file of our compressor wheel.
We then imported this STL file into SolidWorks. In order to design the inlet
shroud to match the curvature of the rotating compressor profile, we drew
concentric circles around the fins of the compressor and connected them with a
spline. Rotating this spline around a centerline generated a surface matching the
compressor profile. By offsetting this surface, we were able to design an inlet
shroud that is within the acceptable tolerance.
The shroud was machined from a six-inch bar stock of 6061 t651
aluminum and was turned on a Computer Numerical Control (CNC) lathe in the
Worcester Polytechnic Institute (WPI) Washburn Shops. A total of sixteen bolt
holes were drilled around the perimeter of the shroud in order to facilitate
assembly. The completed inlet shroud can be seen below in Figure 11.
Figure 11: Inlet Shroud
3.4 Diffuser
The first decision to be made when designing the diffuser stage was which
diffuser style to choose: veined or channel. After reviewing the literature on small
gas turbine engines and other similar designs, we chose the wedged channel
diffuser design. This same style diffuser was used successfully in the KJ66
engine.
Additionally, the wedges provide a convenient location to drill bolt holes in order
to fasten the inlet shroud. Considering the diffuser does not experience extremely
high temperatures, we decided to machine it from 6061 t651 Aluminum.
Aluminum provided us with adequate strength for the components purpose, while
enabling an easier machining process.

We machined the part on a Haas VM-2 vertical milling machine. After the
operation to machine the wedges was completed, we drilled the holes with a
separate CNC program and hand tapped the holes. In order to machine the vanes
on the side of the diffuser, we fixed the stock in an indexing head and moved the
indexing head a determined angle evenly properly locate the fins. Finally, we
implemented a program to machine the holes on certain fins. The completed
diffuser can be seen in Figure 12.
Figure 12: Channel Diffuser

3.5 Combustion Chamber
Based on the literature reviewed, our team decided to manufacture an
annular combustion chamber. Annular combustion chambers allow the
manufacturer to create an engine of smaller diameter, which we found to be
desirable. Additionally, we determined utilizing another combustion chamber
design, such as the can combustor, would have provided a more substantial
manufacturing challenge. Because most combustor design is based off empirical
data, and we were not focused on optimizing a design, we decided to model our
combustor after successful combustion chambers that have been widely
implemented on turbocharger based amateur gas turbine engines.
Our combustion chamber design incorporates an outer line and inner flame
tube. Both of which contain 3 separate zones of holes. Primary, secondary, and
tertiary holes in the combustor that assist the mixing of air and fuel. Due to its
ability with withstand extremely high temperatures, we chose to manufacture our
combustion chamber out of Inconel 625. A local company donated a 0.02-inch-
thick sheet of the material which we then cut into four pieces. We rolled two
pieces into the inner flame tube and outer line while the remaining two pieces
were cut into two annular end caps. We then welded eight vaporization tubes,
about 5 inches long and ¼ inch diameter, to the turbine side endcap. Finally, the
two caps were welded to the outer line and the compressor side cap was welded to
the flame tube, completing the assembly. An image of the completed combustion
chamber can be seen in Figure 13.

Figure 13: Combustion Chamber
3.6 Shaft Housing

We designed the shaft housing to accommodate the shaft and bearing
dimensions. There is substantial flexibility regarding the design of the housing
outer profile, various models can be seen throughout the world of miniature gas
turbines. We decided to go with a simple, straight profile that widens at one end to
allow space for bolt holes to fix the housing to the diffuser. The inner tube
incorporates two bearing seats. The bearing seat at the diffuser end, which can be
seen in Figure 14, accommodates half of the bearing thickness. When bolted to the
diffuser, the shaft housing sandwiches the bearing halfway between the diffuser
and
the housing. The turbine end bearing seat is designed to allow space for a spring
and sleeve system which places ten pounds of preload on the bearing. The
purpose of this system is to increase the longevity of the bearing when
experiencing high rotational speeds and temperatures near the turbine.
The shaft housing was manufactured from a three-inch diameter, 6061 t651
aluminum rod. We first drilled and then bored the inside diameter to accompany
the shafts dimensions. We then drilled and bored the inner area on the turbine side
to accommodate the sleeve spring system and turned down the outside. The
component was then flipped, centered and then bored and turned again to achieve
the features on the compressor side. Finally, eight holes were drilled on the base
on the shaft housing in order to fixture it to the diffuser. The completed shaft
housing can be seen in Figure 14.
Figure 14: Shaft Housing

3.7 Fuel Distributer
The purpose of the fuel distributor is to transport fuel from an outside
source into the vaporization tubes of the combustion chamber. We chose a simple
distributor designed similar to those seen in many small gas turbines. The
distributor consists of eight, 0.08-inch diameter fuel injectors mounted normal to
our ¼ inch injector ring. Each injector is matched to a corresponding vaporization
tube on the turbine side endcap of the combustion chamber. The injector ring sits
on the outside of this endcap where it is held in place by the stator housing.
Tubing connects to the ring which runs alongside the length of the combustion
chamber and through the outer case of the engine. It is here where the distributor
connects to an outside fuel source.
The fuel distributor was manufactured entirely from 316 stainless steel
tubing. We first cut and rolled the larger tubing to make the five-inch diameter
injector ring. Next, we drilled eight 0.08-inch diameter holes in the injector ring
to accommodate the fuel injectors. An additional hole was drilled perpendicular
to these holes for the fuel supply line. We then cut eight, 0.08-inch diameter fuel
injectors each 3 inches in length. We determined that conventional welding
methods would not be feasible due to the small diameter and wall thickness of
the tubing. Therefore, we decided to reach out to a local company with laser
welding capabilities. They agreed to weld the assembly together and the
resulting fuel distributor can be seen in Figure 15.

Figure 15: Fuel Distributor
3.8 Turbine
The development of airfoils and turbines for new engines is a subject of
years of study and it was impossible to design and test our own original airfoils.
Therefore, to simplify turbine design we chose the NACA 23012, a common
airfoil used for turbine blades. In order to ensure that the turbine rotor could
handle the centrifugal forces experiences at high angular velocities, the stress at
the roots of the blade were calculated and compared to the allowable tensile
strength of the material. These stress calculations can be found in appendix B.
The turbine was initially designed to be machined from Inconel 718 four-
inch bar stock due to the materials ability to maintain strength during high
temperature rotation. In order to achieve the desired airfoil geometry and a curved
channel floor between fins, we attempted to complete the machining operation in a
mill with 5- axis capability. However, our first attempts at machining the Inconel
proved quite
difficult. Machining the channels between our fins required a 1/8” end mill. From
speaking with WPI shop staff and consulting popular online machinist forums, we
found that it is nearly impossible to avoid breaking 1/8” carbide end mills while
machining Inconel for an extended period. We considered a variety of feeds and
speeds, lubrication techniques, and tool paths in order to design a more efficient
machining procedure for the turbine fins. However, we eventually determined
that machining our turbine from Inconel 718 would incur too great of a financial
cost and consume more than an acceptable amount of our time table.
The failure of the Inconel turbine consumed an excessive amount of our time.
Our initial attempts to machine the turbine from the Nickel super-alloy resulted in
multiple broken end mills per blade and the machining operation was calculated
to take upwards of twenty hours. In retrospect, we became too attached to the
idea of using Inconel and committed to troubleshooting the problem instead of
making an early decision to change the material. Eventually, we decided to
machine the turbine from a disk of 316 stainless steel thus greatly reducing the
machining time, tooling cost, and difficulty.
The primary change in design, apart from the material, was a transition
from a curved channel floor to a flat channel floor. The ramifications of this
change are likely to be a slight decrease in efficiency due to the sharper edge of
the blade channels. Additionally, 316 stainless steel does not maintain strength at
elevated temperature as well as Inconel. Therefore, the change also decreased the
turbines critical rotational speed. On the positive end, this decision decreased our
machine
time, machining cost, and labor. However, after we completed the turbine and
attached it to our shaft, we realized that the turbine was slightly asymmetrical.
We determined the most likely cause of asymmetry in the turbine to be a
failure in properly fixturing the component during CNC operations, resulting in
the stock piece being not perfectly centered in the lathe chuck. As a result, the
turbine blades on one side of the disk were machined approximately 20/1000 in
shorter than those on the other side. Due to the difference in the length of the
blades, we were forced to either re-machine the rotor or remove 20/1000 in from
the overall diameter. We determined that we did not have enough time to machine
a second turbine and decided to repair the original. The resulting turbine, prior to
balancing, produced substantially less vibration when spun with compressed.
However, the alterations to the blade length resulted in a gap between the turbine
and the stator housing of 30/1000 in. The specified tolerance between these two
parts was 10/1000 in in order to achieve minimal gap losses and maximize
efficiency.
Although the turbine will be adequate for operation it is not ideal and will suffer
from unnecessary gap loss during operation. The completed turbine wheel
attached to the shaft can be seen in Figure 16.

Figure 16: Axial Turbine
3.9 Outer Casing & Inlet Flange

Perhaps the simplest component to design was the outer casing. A six-inch
diameter tube with eight bolt holes placed around the circumference of the
compressor side. Bolts passing through these holes secure the inlet flange, outer
casing and diffuser into a rigid body and ensure that the spacing between
compressor and shroud is maintained. While the compressor end is enclosed by
the compressor and inlet shroud assembly, the turbine end is enclosed by the
stator housing and an annular endcap.

We chose to manufacture the outer housing from a six-inch outer diameter
length of 304 stainless steel tubing. The primary challenge during manufacturing
was properly holding the tube on a lathe in order to machine the outer and inner
diameters. Due to the size and length of the tube, we decided to use a four-jaw
chuck to hold it from the inside. We encountered a large amount of deflection and
chatter while turning down the outer diameter. To solve this problem, we welded
a piece of steel across the inside diameter of one end of the tubing. We then
center drilled the piece of steel and utilized a tailstock and live center to reduce
deflection and ensure a uniform surface finish. Following the turning operation
on the outer diameter, we flipped the tube and bored the inside to the exact outer
radius of the diffuser fins. Once the tube diameters were properly sized, we
drilled eight holes around the circumference of the diffuser end and welded an
annular endcap to the turbine side. The primary feature of the annular endcap is
to allow for the attachment of the nozzle. The outer housing can be seen in
Figure 17.
Figure 17: Outer Casing

We also designed and manufactured a simple inlet flange to cover the
compressor side of the outer casing and hold the assembly, and engine, together.
We designed the flange to fit loosely over the outer casing to allow proper spacing
for gasket material. Bolt holes placed around the perimeter of the flange line up
with holes on the casing and diffuser. We machined the flange from 7-in diameter
6061 t651 aluminum stock. The machining operation was performed on a HAAS
VM-2 utilizing Esprit. We used ½-in end mills to pocket the material and a 3-in
face mill in order to give it a flat surface finish. We also drilled the holes on the
side using
an indexing head and the manual mill. The completed flange can be seen in figure 18.
Figure 18: Inlet Flange

Minimizing gap losses and ensuring a tightly sealed engine is crucial to the
efficiency of gas turbines. In addition to the turbine, the seal between the outer
casing and the flange is an area of concern for gap losses in our engine. Because
the flange is bolted to the housing, it is necessary to implement a gasket between
the two parts in order to eliminate any leaks. We initially decided to use gasket
paper between the two parts but once the engine was assembled we found that the
gasket paper did not provide a reliable seal. We decided that a simpler method
might be to seal the gap with a high temperature silicon gasket sealer. The silicon
sealer can better fill any small gaps or leaks that might be formed in gasket paper
when securing the flange.
3.10 Shaft
After reviewing various shaft designs used in similar engines, such as
the KJ66 and SR30, we decided to use a design very similar to the KJ 66. Our
engine is slightly larger than the KJ 66 therefore, we scaled up the shaft design
while maintaining the overall style.
The shaft, made of 316 stainless steel, was cut to about 11.5-in in length
and then turned down on a lathe to meet our specifications. The design includes a
taper on each side of the shaft intended to decrease stress concentrations and
eliminate the sharp edges that might infringe upon lubricant flow through the shaft
housing. There are two locator steps/bearing seats that serve to position the
bearings on each end, these steps are machined to allow a light press fit upon
bearing installation. In order to ensure that the shaft was manufactured to be
concentric
and as balanced as possible, we utilized an indicator to establish a true rotation in
the chuck whenever the workpiece needed to be manipulated. Additionally,
during any turning operations the shaft was held by a live center tailstock to
minimize the chances of deflection and inaccuracies. To complete the shaft, we
cut left hand threads into each end in order to accommodate the turbine and
compressor. The shaft can be seen in Figure 19.
Figure 19: Shaft Assembly

3.11 Stator & Stator Housing
The stator housing was designed to be machined from 316 stainless steel
bar stock. The primary purpose of the housing is to hold the stator in place and
allow the turbine to rotate at full speed while maintaining the high tolerance
necessary for efficiency. We designed a simple geometry which includes a simple
thin walled hollow cylinder with a flange on either end. The flanges provide
surfaces where the combustion chamber and exhaust nozzle can be attached. On
the combustion side, the flange was designed to be welded to the combustion
chamber while the nozzle could be attached with bolts feeding through small tabs
on the nozzle and into the housing.
The stator was machined in the same fashion as the turbine. Once, we
machined the stator as a bladed disk, we then installed the disk into the stator
housing and welded the blades to the outer walls. The stator housing was
machined using 35° and 55° ferrous inserts and a ferrous boring bar to bore out
the inner diameter. We then drilled holes on the sides of the housing evenly so
that the holes would line up with the blades in order to plug weld the stator inside
of the housing. We machined a small lip so that the stator could sit inside of the
housing before it was plug welded. The completed stator and stator housing
assembly can be seen in Figure 21.

Figure 21: Stator and Stator Housing
3.12 Exhaust Nozzle

The primary function of an aircraft gas turbine exhaust nozzle is to
generate thrust used to propel the aircraft forward (El-Sayed, 2015). This project
focused on the design and manufacturing of a self-sustaining engine and we did
not prioritize thrust. Our nozzle design objectives were to avoid choked flow and
ensure ease of manufacturing. Therefore, we decided to choose a simple
converging nozzle design derived from a popular RC jet turbine, the KJ-66. Our
nozzle consists of a short outer cone with a 15-degree taper and a longer yet
smaller in diameter inner
cone. Additionally, we included eight tabs on the perimeter of the outer cone that
allow the nozzle to be bolted to the stator housing and outer casing. All of the
components are manufactured from Inconel 718 sheet metal.
We used SolidWorks to create a model of the nozzle and generate a 2-
dimensional template of the cones which we then transferred to a 0.02-in thick
sheet of Inconel. We cut the sheet into two shapes, one for each cone, and tig
welded them together. The outside cone was then bolted onto the casing using
the tabs. The nozzle can be seen in Figure 20.
Figure 20: Nozzle

3.13 Bearings, Fuel Injection, and Lubrication
In order to build and operate an engine, it is essential to first consider the
bearing, fuel, and lubrication that will keep rotating components moving
efficiently. During the first stages of our design process we determined that it
would not be feasible to design and build the ball bearings or the fuel and oil
pumps. Through research regarding bearings used by RC jet modelers and
manufacturers of small gas turbines, we identified a set of bearings that would be
capable of withstanding the extreme temperatures and rotational speeds to be
experienced in our engine.
The bearings we chose are specifically offered, by BOCA Bearing, for miniature
jet turbines, they are stainless steel/ceramic hybrid angular contact bearings
capable of withstanding RPM up to 100,000 with proper lubrication.
Originally, the combustion chamber was designed specifically to
accommodate liquid fuels through the use of the vaporization tubes. However, it
became apparent later in the design process that we would be unable to purchase
and assemble a fuel pump and throttle system within the allotted timeframe and
budget. However, our engine is capable of running on multiple fuels, both liquid
and gaseous. Therefore, we decided to run the engine on gaseous fuel in order to
eliminate the need for a fuel pump and achieve throttling through the use of a
valve. The theoretical minimal fuel consumption calculation using propane can be
seen in Appendix C.
In order to ensure that the bearings would not fail at high rotational
speeds and temperatures during operation, we incorporated a bearing lubrication

system into our design. The system consists of two ¼in stainless steel entering
through the outer casing, running along the blackface of the diffuser, and entering
the shaft housing at the location of each bearing. We also purchased an oil pump
to push oil from a reservoir into the engine. The lubrication design can be seen in
Figure 21.
Figure 21: Lubrication System

4.1 Conclusions and Recommendations
Over the course of this project we successfully designed and manufactured
all twelve of the components outlined in Chapter 1 that constitute our jet engine.
Additionally, we successfully assembled the engine. Figure 22 at the end of this
section show the nozzle and compressor ends of the dry fit assembly. However,
due to substantial manufacturing setbacks we were unable to test the engine
before the deadline. These setbacks included the failed Inconel turbine and steel
turbine asymmetry.
In order to complete the manufacturing aspect of our project, we
postponed our plans to manufacture a test stand, balance the shaft assembly,
create a throttle mechanism, and seal the engine for operation.
In order to operate our engine by the end of this academic year, we plan to
continue working towards creating the necessary components. We have contacted
a local company specializing in balancing rotating components and they agreed to
balance our shaft assembly. Creating a throttle mechanism for our engine has been
simplified by the use of gaseous fuel. We plan to use an adjustable valve that
controls the flow of propane therefore increasing or decreasing throttle. To ensure
our engine is properly sealed, we will abandon the use of gasket paper and employ
a high temperature silicon gasket sealer around the flange during final assembly.
Finally, we plan to construct a simple static engine stand that will support the
engine during operation and safeguard operators in the event of engine
failure.
Despite our setbacks and failure to operate the engine in the given
timeframe, we are working to complete the engine before the end of this academic
year.
order to provide assistance to any future project groups interested in
manufacturing their own miniature gas turbine, we have provided a list of
recommendations that will expedite the design and manufacturing process and
possibly facilitate the integration of instrumentation, thrust considerations, and
efficiency into their design.
 We recommend avoiding super alloys, like Inconel 718, when constructing a
turbine unless the group has access to proper CNC tooling and equipment and
experience machining with other similar alloys.
 We recommend that when selecting or manufacturing a compressor, ensure a
CAD model is available. A CAD model enables the use of computer software to
quickly design a compressor inlet shroud that meets tolerances necessary for
engine efficiency.
 We recommend further research into flange design in order to create a flange
that can integrate gasket material and ensure a proper, reliable seal.
Reflecting on the process we have gone through during the design and
manufacturing of our engine has led us to realize the difficulties of designing and
building an original engine. Many design advancements in gas turbines have
been developed through experimentation and iteration. The design of any
component manufactured during this project could be challenging enough to
warrant a project of equal magnitude. Years of research and development could
be spent designing a turbine blade or new combustion chamber. Additionally, the
volume of research and information regarding gas turbines is simply immense
and often difficult to

navigate. Considering these factors, it becomes evident that our project was quite
ambitious. However, through our struggles, we gained first-hand knowledge of
gas turbines and the challenges faced during their design and manufacturing.
Figure 22: Nozzle (left) and Compressor (right) Views of Assembly

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APPENDIX A: Ideal Cycle Analysis
Appendix B: Turbine Blade Stress
Appendix C: Fuel Consumption Calculation
ENGINE
Appendix D: CAD Drawings
Shaft 2 1
B B
11.486
2.701 6.504 1.020 .748
.327 .787 .935
.394
.572
.315
. .394
315
A UNLESS OTHERWISE SPECIFIED: NAME DATE
DIMENSIONS ARE IN INCHES

TOLERANCES:
FRACTIONAL
DRAWN
CHECKED TITLE:
A
Shaft
ANGULAR: MACH BEND
ENG APPR.
TWO PLACE DECIMAL
THREE PLACE DECIMAL MFG APPR.
PROPRIETARY AND CONFIDENTIAL
INTERPRET GEOMETRIC Q.A.
THE INFORMATION CONTAINED IN THIS
TOLERANCING PER:
DRAWING IS THE SOLE PROPERTY OF COMMENTS:
<INSERT COMPANY NAME HERE>. ANY MATERIAL
SIZE DWG. NO. REV
A
REPRODUCTION IN PART OR AS A
WHOLE WITHOUT THE WRITTEN
FINISH
PERMISSION OF
<INSERT COMPANY NAME HERE> IS NEXT ASSY USED ON
PROHIBITED.
APPLICATION DO NOT SCALE DRAWING SCALE: 1:4 WEIGHT: SHEET 1 OF 1
ENGINE
2
SOLIDWORKS Educational Product. For Instructional Use Only. 1
Shaft Housing
2 1
B B
7.697
2.241 4.61 .515
1.388 .360
B 6X .13 THRU 2.89
M4X0.7 - 6H THRU .427
1.165
.782 1.026
B
SECTION B-B

TOLERANCES:
FRACTIONAL
DRAWN
CHECKED TITLE:
A
Shaft Housing
ANGULAR: MACH BEND ENG APPR.
TWO PLACE DECIMAL
TOLERANCING PER: COMMENTS:
THE INFORMATION CONTAINED IN THIS MATERIAL SIZE DWG. NO. REV
DRAWING IS THE SOLE PROPERTY OF
<INSERT COMPANY NAME HERE>. ANY
REPRODUCTION IN PART OR AS A WHOLE
WITHOUT THE WRITTEN PERMISSION OF
<INSERT COMPANY NAME HERE> IS
NEXT ASSY USED ON
FINISH
A
PROHIBITED.
2
Combustion Chamber
2 1
40X .164 THRU ALL

11X .253 THRU ALL
B 14X .441 THRU ALL

9X .441 THRU ALL B
17X .253 THRU ALL
60X .164 THRU ALL 12X .236 5.118 5.197
5.197 R2.250 3.541 .039
2.587 5.984 2.587 5.079
A
.039
A
SECTION A-A
SCALE 1 : 3
UNLESS OTHERWISE SPECIFIED: NAME DATE
A DIMENSIONS ARE IN INCHES

TOLERANCES:
FRACTIONAL
DRAWN
CHECKED
TITLE: A
Combustion
ANGULAR: MACH BEND
ENG APPR.
TWO PLACE DECIMAL

INTERPRET GEOMETRIC
TOLERANCING PER:
Q.A.
COMMENTS:
Chamber
NEXT ASSY USED ON
FINISH
A
PROHIBITED.
SOLIDWORKS Educational Product. For 2 Instructional Use Only. 1

Outer Casing
2 1
6.620
4.000
8X .197 THRU
3.424
A
.050 8.887
B B
A
SECTION A-A
SCALE 1 : 2
A UNLESS OTHERWISE SPECIFIED:
DIMENSIONS ARE IN INCHES DRAWN

NAME DATE
A
TOLERANCES:
FRACTIONAL CHECKED TITLE:
ANGULAR: MACH
TWO PLACE DECIMAL
THREE PLACE DECIMAL
BEND ENG APPR.
MFG APPR.
Casing
TOLERANCING PER: COMMENTS:
NEXT ASSY USED ON
FINISH
A
PROHIBITED.
Turbine Wheel
2
1
56.92°
R.04
R.02
54.97°
SECTION B-B
B SCALE 1 : 1.5 B
B B
.71 .20
A .20
.31
3.50 2.19 2.59
<INSERT
COMPANY ASSY ON FIED: H
HERE>
A DIMENSIONS ARE IN
INCHES TOLERANCES:
FRACTIONAL
U ANGULAR: MACH
A
N
LE
S BEND TWO PLACE
S DECIMAL THREE PLACE
O DECIMAL
T
H INTERPRET GEOMETRIC
E TOLERANCING PER:
R MATE
PROPRIETARY AND CONFIDENTIAL W
THE INFORMATION CONTAINED IN THIS IS
RIAL
DRAWING IS THE SOLE PROPERTY OF E
<INSERT COMPANY NAME HERE>. ANY S
REPRODUCTION IN PART OR AS A WHOLE PE FINIS
WITHOUT THE WRITTEN PERMISSION OF NEXT USED CI
A S
E
SCALE
1: DWG.
bine
C 1.5 NO.
T
T
NAME DATE
DRAWN CHECKED ENG APPR. I A

O
u
MFG APPR. Q.A. COMMENTS: TITLE:
N
A
-
r
SIZE A REV
PROHIBITED.
2
Stator & Stator Housing

2
1
R.049
12.000°
R.030
49.184°
B SECTION B-B
2.587
B
1.417
.100 1.217 2.193
1.389
B A
B
.098
20X .125 THRU
4.600 4.150 3.570

A
SECTION A-A

TOLERANCES:
FRACTIONAL
DRAWN
CHECKED TITLE:
A
ANGULAR: MACH BEND ENG APPR.
TWO PLACE DECIMAL

TOLERANCING PER:
COMMENTS:
THE INFORMATION CONTAINED IN THIS MATERIAL SIZE REV
DRAWING IS THE SOLE PROPERTY OF DWG. NO.
NEXT ASSY USED ON
FINISH
A Stator 2
PROHIBITED.

Diffuser 2 1
5.55
5.00
4.27
1.82
4X .20 THRU ALL
A 6.64°
B 1/4-20 UNC THRU ALL .26
B
19.00°
.35
R.04
6.34 4.27 4.04 .60 1.023 5.31

2X R.03
16X .15 THRU ALL

6X .19 THRU
10-24 UNC THRU ALL
.31 .20
A
UNLESS OTHERWISE SPECIFIED: NAME DATE SECTION A-A

TOLERANCES:
FRACTIONAL
DRAWN
CHECKED TITLE:
A
DIFFUSER
ANGULAR: MACH BEND
ENG APPR.
TWO PLACE DECIMAL .01
THREE PLACE DECIMAL .003 MFG APPR.

PROPRIETARY AND CONFIDENTIAL TOLERANCING PER:
COMMENTS:
6061-T6511 ALUMINUM
A
REPRODUCTION IN PART OR AS A WHOLE FINISH
WITHOUT THE WRITTEN PERMISSION OF NEXT ASSY USED ON
PROHIBITED.
2
Compressor Shroud
2 1
5.560
B 1.100
4.053 B
.100 .409
3.141
16X .189 THRU ALL
R2.500
A UNLESS OTHERWISE SPECIFIED: NAME DAT
A
E
TOLERANCES:
Compressor
ANGULAR: MACH BEND
ENG APPR.
TWO PLACE DECIMAL
THREE PLACE DECIMAL
Shroud
MFG APPR.
THE INFORMATION CONTAINED IN THIS TOLERANCING PER:
<INSERT COMPANY NAME HERE>. ANY MATERIAL SIZE DWG. NO. REV
A
<INSERT COMPANY NAME HERE> IS FINISH
NEXT ASSY USED ON
PROHIBITED.

Inlet Flange
2 1
6.82
5.00
B A
4.50
.95
B
R.25
16X .19 THRU ALL

A 1.40
SECTION A-A

TOLERANCES:
FRACTIONAL
DRAWN
CHECKED TITLE:
A
ANGULAR: MACH BEND
ENG APPR.
TWO PLACE DECIMAL

PROPRIETARY AND CONFIDENTIAL TOLERANCING PER:
COMMENTS:
A Flange
FINISH
REPRODUCTION IN PART OR AS A WHOLE NEXT ASSY USED ON
PROHIBITED.

Outer Nozzle
2 1
1.287
B B
7.32°
3.434 3.063
A
E
TOLERANCES:

ANGULAR: MACH
TWO PLACE DECIMAL
THREE PLACE DECIMAL
BEND
ENG APPR.
MFG APPR.
Outer Nozzle
TOLERANCING PER:
COMMENTS:
A
REPRODUCTION IN PART OR AS A WHOLE FINISH
WITHOUT THE WRITTEN PERMISSION OF NEXT ASSY USED ON
PROHIBITED.
2
Inner Nozzle
2 1
4.000
B B
15.283°
2.586 .400
A
E
TOLERANCES:
Inner Nozzle
ANGULAR: MACH BEND
ENG APPR.
TWO PLACE DECIMAL
THE INFORMATION CONTAINED IN THIS
TOLERANCING PER:
A
NEXT ASSY USED ON
PROHIBITED.

Engine Assembly
2 1
B B
C C
SECTION C-C
SCALE 1 : 2

TOLERANCES:
DRAWN
TITLE:
A
Turbine
FRACTIONAL CHECKED
ANGULAR: MACH BEND
ENG APPR.
TWO PLACE DECIMAL
Assembly
THE INFORMATION CONTAINED IN THIS TOLERANCING PER:
A
NEXT ASSY USED ON
PROHIBITED.
2
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Design of Turbo Jet Engine: A Project Report On

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A Project report

DESIGN OF TURBO JET ENGINE

G. SAI KUMAR 18D45A0349

Under the Guidance of

Department of Mechanical Engineering

G. SAI KUMAR 18D45A0349

The students of Department of Mechanical Engineering in SRI INDU COLLEGE OF

Internal Examiner HOD

Principal External examiner

distributer, exhaust nozzle, and inlet flange. We reviewed literature regarding

gas turbine engine components, designed each component, and manufactured

completing our project.

We are also grateful to the PRINCIPAL sir for giving suggestions

MECHANICAL ENGINEERING DEPARTMENT, of SRI INDU COLEGE OF

ENGINEERING AND TECHNOLOGY for their constant support and guidance,

TABLE OF EQUATIONS VII

TABLE OF TABLES VIII

2.1 Gas Turbines 12

2.2.C. Turbine & Stator 18

2.2.D. Combustion Chamber 23

2.2.E. Exhaust Nozzle 25

2.2.F. Fuel System, Lubrication & Bearings 27

2.3 Ideal Cycle Analysis 30

2.3.A. The Brayton Cycle 30

2.3.B. Ideal Component Analysis 33

3.2 Inlet Shroud 39

3.4 Combustion Chamber 43

3.5 Shaft Housing 44

3.6 Fuel Distributer 46

3.8 Outer Casing & Inlet Flange 50

3.10 Stator & Stator Housing 55

3.11 Exhaust Nozzle 56

3.12 Bearings, Fuel Injection, and Lubrication 58

4.0 CONCLUSIONS AND RECOMMENDATIONS 60

APPENDIX A: IDEAL CYCLE ANALYSIS 65

APPENDIX B: TURBINE BLADE STRESS 70

APPENDIX C: FUEL CONSUMPTION CALCULATION 71

through a rotating turbine. Common applications of modern gas turbines include:

producing auxiliary power for ground or aircraft systems, propelling military

aircraft at supersonic speeds, and driving the rotor system of helicopters

rotational speeds experienced by engine components, design and construction of a

gas turbine demands accuracy, informed material selection, knowledge of

thermodynamics, and the ability to model and machine metal components.

As material processing techniques advanced, it became possible to

compressors and turbines with multiple stages of blades. These multi-stage

components increase efficiency, pressure ratios, and performance characteristics

A centrifugal compressor matched to an axial turbine has become a common

design among RC jet enthusiasts. With this simplification, along with

a complete miniature gas turbine with a relatively small investment.

of manufacturers, the secrets of design and construction are still somewhat

soundest path toward new engine development (Stricker, 1998). However, a

on how to manufacture an engine with amateur means.

gas turbines in order to design and manufacture an engine that is self-sustaining.

prioritized. Due to budget and time restrictions we are unable to complete

multiple iterations of a new engine. Therefore, we rely on engine designs

we drew on industry standards and recommendations of modelers to design some

compressor and ball bearings, would be impossible to design and manufacture

order to make our project more feasible given the restrictions.