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4th Annual Jet Engine Symposium, Technion
An Original Means to Troubleshoot High Exhaust Gas Temperature (EGT) on All Types of Jet Engines
by Israel Djian Israel Aircraft Industries
UNCLASSIFIED
4th Annual Jet Engine Symposium, October 28, 2004 Technion, Haifa
4th Annual Jet Engine Symposium, Technion

,
(:)
Those Who Tearfully Sow, Will Reap In Glad Song

(Psalms 126:5)
Ceux Qui Ont Sem Dans Les Larmes, Puissent-Ils Rcolter Dans La Joie
(Psaumes 126:5)
UNCLASSIFIED
Agenda
Significance of EGT : Why EGT is so Important in the Gas Turbine Engine Industry EGT and Engine Maintenance Costs Analysis of the Mechanisms that Rule EGT IAI Original Approach to Troubleshoot EGT Problems (applicable to all Jet Engines) Summary
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Significance of EGT
Definition : EGT = Exhaust Gas Temperature What EGT is significant of ? EGT is a measure of the engines efficiency in producing its design level of thrust the more wear The higher EGT is and deterioration affects the engine
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Significance of EGT
At engine certification, any engine is allocated an EGT operating absolute limit or EGT Red Line
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Significance of EGT
Definition : EGT Margin = EGT Red Line EGT Gage
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Significance of EGT
What EGT is significant of ? (cont.)
The EGT Red Line is representative of Tt5 (Temperature @ High Pressure Turbine Inlet) and is designed to preserve the hot section (1st stage turbine blades) integrity Tt5 is not measurable in an industrial environment Engine Thrust is a Linear Function of Tt5
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Significance of EGT JT9D

EGT
15 C
109 C
T5 493 C 1343 C 843 C 566 C
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Significance of EGT Tt5
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Pratt & Whitney JT9D Engine
January 21, 1970 1st Flight of B747 with JT9D-3A (JFK-London) with PanAm ()"
UNCLASSIFIED
Toulouse, '
January 21, 1970... I was 7 Years Old !

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Impact of EGT Margin on Jet Engine Maintenance Costs

After Shop Visit the EGT margin is positive (+ XX C ) As a normal process, the EGT margin slowly decreases with the engine operation, as normal wear and tear of the internal parts takes place At zero EGT margin, the engine must be removed for maintenance and refurbishment For JT9D-7Q, typically 20 C EGT margin allows 8,000 flight hours/maintenance cost $ 2.4 M approx. Therefore,each 1 C EGT Margin ~ 120 k$ Approx.
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Analysis of the Mechanisms that Rule EGT

As a normal process, as the engine deteriorates due to normal wear and tear, on Rotating Parts, Primarily, the engine Fuel Consumption (Wf) increases, then, Consequently, the EGT increases (and EGT margin accordingly decreases). However, there is No Max. Fuel Consumption Limitation IAW Aviation Regulations (FAA, DGAC) Goal : Establish a thermodynamic Relationship that connects EGT and the Fuel Consumption
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Concept of EGT Distortion : due to the Inherent different means of measuring Wf versus EGT : Wf measurement is an easy and accurate Task The EGT probes sample the Gas Temperature at discrete locations only and do not perform a thorough integration of the actual Gas Temperature One may encounter engine with low Wf and high EGT or high Wf and low EGT
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Analysis :
If EGT/Wf follows the thermodynamic Relationship, then
The Rotating Modules are the Root Cause for high EGT If EGT/Wf does NOT follow the thermodynamic Relationship, then The Static Parts (Diffuser, Burner, NGVs) of the Hot Section are the Root Cause for high EGT
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IAI Approach to Troubleshoot High EGT Engines
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Per-Module Hardware Review
1 % Loss HPT Efficiency = + 0.91 % Fuel Flow = X 1 % Loss HPT Efficiency = + 14.33 Deg F EGT = Y
EGT Wf
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Modular Influence Coefficients HPT Efficiency Graphic Representation

10 8
Delta EGT Relative to Baseline (Deg C)
6 4 2 0 -1 -0.8 -0.6 -0.4 -0.2 -2 -4 -6 -8 -10 0 0.2 0.4 0.6 0.8 1
Delta Fuel Flow Relative to Baseline (%)
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Modular Influence Coefficients

10
7.96 Deg C
8 6 4
-1
-0.8
-0.6
1 % Loss of HPT Efficiency

0 -0.4 -0.2 0 0.2 -2 -4 -6 -8 -10
0.4
0.6
0.8
0.91 %
1
UNCLASSIFIED
UNCLASSIFIED

10 8
6 4 2 0 -1 -0.8 -0.6 -0.4 -0.2 -2 -4 -6 -8 -10 0 0.2 0.4 0.6 0.8 1
UNCLASSIFIED

80 70 60
50 40 30 20 10 0 -6 -5 -4 -3 -2 -1 -10 0 -20 -30 -40 -50 -60 -70 -80 1 2 3 4 5 6
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80 70 60
50 40 30 20 10 0 -6 -5 -4 -3 -2 -1 -10 0 -20 -30 -40 -50 -60 -70 -80 1 2 3 4 5 6
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For JT9D

80 70
11 Deg C EGT for 1 % Wf Slope

50 40 30 20 10 0 -6 -5 -4 -3 -2 -1 -10 0 -20 -30 -40 -50 -60 -70 -80 1 2 3 4 5 6
60
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EGT
Relationship Between EGT and Wf
After a Few k-Flight Hours

80 60 40 20
EGT
-6 -4 -2
0 0 -20 2 4 6
After Shop Visit

-40 -60
Wf Fuel
-80
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Impact ofFew EGT Margin After a Relationship Between EGT and Wf EGT on Jet Engine Maintenance Costs EGT k-Flight Hours Distortio
80
Actual EGT
-6 -4 -2
60
40
20
Theoretical EGT After Shop Visit

-20 -40 -60
Wf Fuel
-80
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EGT andImprovement Wf JT9DRelationship EGT Between Margin

80
60
Rotating Modules Good Efficiency Adverse EGT Profile

-6 -4 -2
40
20
Rotating Modules Poor Efficiency Adverse EGT Profile r oo file P le s T P r o u od EG M ing Good t a t Ro ncy ic ie f f E
4
0 0 2 6
od ile -20 o s G Prof e l u od EGT M -40 ng Good i t ta Ro ncy -60 ic ie f f Rotating Modules E Good Efficiency -80 Delta Fuel Flow Relative to Baseline (%) Very Good EGT Profile
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Rotating Modules Poor Efficiency Good EGT Profile
Summary The Two Key-Questions Any Performance Engineer Has to ask Himself for a Test Cell Rejected Engine for Low EGT Margin Engine : Is the Engine Fuel Flow High ?
Wf
Is the Ratio EGT/Fuel Flow Respected ?

EGT/Wf
UNCLASSIFIED
Summary
EGT Baseline Test Cell Engine EGT
Influence Coefficients Table Theoretical EGT/ Wf Ratio Is the Ratio EGT/ Wf of the Engine Acceptable ?
Engine EPR or N1
EGT Wf
Obtain From OEM

Wf Baseline
Test Cell Engine WF
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Summary Yes
Is the Engine Fuel Consumption Wf Acceptable ?
Do Not Address the Rotating Modules
No
Address the Rotating Modules Wf
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Summary
Is the Ratio EGT/ Wf of the Engine Acceptable ?
Yes
Do Not Address the Burner, Fuel Nozzles, EGT Probesetc...
No
Address the Burner, Fuel Nozzles, EGT Probesetc...
EGT/Wf
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(Almost) Last Slide
Good Luck to You All !
!
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Last Slide
Song of the Steps (Degrees)
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Last Slide
!
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Smart Quiz
On a Jet Engine, there are Two Types of Rotating Devices : Compressors Turbines
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Smart Quiz
Compressors : compress the air Co mp re s r o se s s e r p u r C om
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Compr essore
Smart Quiz
What about the Turbines : ? Why the Term Turbine does not denote its function (i.e. Gas Expansion in order to Convert its Potential Energy into Mechanical Energy ) ?
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Smart Quiz
T
Turb ine
a n i b r u T
T
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Smart Quiz
?
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Smart Quiz
Why the Term Turbine does not Refer to its Function ?
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Smart Quiz
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Smart Quiz
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Smart Quiz
Turbine comes from Latin : Turba = Wheel
st Thermodynamic Machines Only The 1st Rotating Hardware was Exclusively Gas (Steam) Expansion Related : THE Wheel or THE Turbine.
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Smart Quiz
By Extension, the Expansion Hardware of a Jet Engine was also Called Turbine. But, there was a need to call the OTHER Rotating Hardware that was Compressing the Air.
UNCLASSIFIED
Smart Quiz
So, in fact, if Compressors are a Second Type of Wheels, they are.
.Turbines ?!?!
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Smart Quiz
Yes !!!
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Smart Quiz
So : Turbine A for the Compression, Turbine B for the Expansion ? Doesnt sound good !...Confusing The 1st Historically Rotating Hardware (i.e. the Expansion one) Kept the Term of The Wheel = Turbine The 2nd One got a Different Name that alludes to its Function : Compressor
UNCLASSIFIED

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4th Annual Jet Engine Symposium, Technion

4th Annual Jet Engine Symposium, Technion

Those Who Tearfully Sow, Will Reap In Glad Song

Definition : EGT Margin = EGT Red Line EGT Gage

Significance of EGT JT9D

T5 493 C 1343 C 843 C 566 C

Significance of EGT Tt5

Pratt & Whitney JT9D Engine

January 21, 1970... I was 7 Years Old !

Impact of EGT Margin on Jet Engine Maintenance Costs

Analysis of the Mechanisms that Rule EGT

Analysis of the Mechanisms that Rule EGT

Analysis of the Mechanisms that Rule EGT

IAI Approach to Troubleshoot High EGT Engines

Per-Module Hardware Review

Modular Influence Coefficients HPT Efficiency Graphic Representation

Delta EGT Relative to Baseline (Deg C)

6 4 2 0 -1 -0.8 -0.6 -0.4 -0.2 -2 -4 -6 -8 -10 0 0.2 0.4 0.6 0.8 1

Delta Fuel Flow Relative to Baseline (%)

Modular Influence Coefficients

Delta EGT Relative to Baseline (Deg C)

1 % Loss of HPT Efficiency

Delta Fuel Flow Relative to Baseline (%)

Modular Influence Coefficients

Delta EGT Relative to Baseline (Deg C)

6 4 2 0 -1 -0.8 -0.6 -0.4 -0.2 -2 -4 -6 -8 -10 0 0.2 0.4 0.6 0.8 1

Delta Fuel Flow Relative to Baseline (%)

Modular Influence Coefficients

Delta EGT Relative to Baseline (Deg C)

50 40 30 20 10 0 -6 -5 -4 -3 -2 -1 -10 0 -20 -30 -40 -50 -60 -70 -80 1 2 3 4 5 6

Delta Fuel Flow Relative to Baseline (%)

Modular Influence Coefficients

Delta EGT Relative to Baseline (Deg C)

50 40 30 20 10 0 -6 -5 -4 -3 -2 -1 -10 0 -20 -30 -40 -50 -60 -70 -80 1 2 3 4 5 6

Delta Fuel Flow Relative to Baseline (%)

Modular Influence Coefficients

11 Deg C EGT for 1 % Wf Slope

Delta Fuel Flow Relative to Baseline (%)

Relationship Between EGT and Wf

After a Few k-Flight Hours

After Shop Visit

Delta Fuel Flow Relative to Baseline (%)

Delta EGT Relative to Baseline (Deg C)

Theoretical EGT After Shop Visit

Delta Fuel Flow Relative to Baseline (%)

EGT andImprovement Wf JT9DRelationship EGT Between Margin

Delta EGT Relative to Baseline (Deg C)

Rotating Modules Good Efficiency Adverse EGT Profile

Rotating Modules Poor Efficiency Good EGT Profile

Is the Ratio EGT/Fuel Flow Respected ?

Obtain From OEM

Test Cell Engine WF

Is the Engine Fuel Consumption Wf Acceptable ?

Do Not Address the Rotating Modules

Do Not Address the Burner, Fuel Nozzles, EGT Probesetc...

(Almost) Last Slide

Good Luck to You All !

Song of the Steps (Degrees)

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