Specific Fuel Consumption Values Research Articles

Biodiesel production from waste cooking oil using calcium oxide derived from scallop shell waste

Abstract Biodiesel is one of the alternative forms of diesel fuel and can be obtained using the transesterification process of waste cooking oil with a catalyst to accelerate the reaction. The heterogeneous catalyst from waste scallop shells is used due to its potential for being reused in the subsequent transesterification reactions. Heterogeneous catalysts can also be recycled, contributing to their environmentally friendly nature. This study aims to identify the performance of recycling a calcium oxide (CaO) catalyst from scallop shell waste on synthesis biodiesel. The method used is the transesterification method with the basic ingredients of waste cooking oil using a CaO catalyst. Then, after the transesterification process is complete, the catalyst is separated from the biodiesel and recycled to be reused in the transesterification process up to five times. The biodiesel samples obtained are identified for yield value, physico-chemical properties, thermal properties and performance. X-ray diffraction characterization results for the CaO catalyst show that it has a crystal size of 67.83 nm. Scanning electron microscope characterization shows that it has spherical particle shapes. Fourier transform infrared characterization shows the presence of Ca–O bonds. The highest biodiesel yield value of 74.23% is obtained in biodiesel Cycle 1. The flash point value of biodiesel samples ranges from 141.2°C to 149°C. Further, all of the biodiesel samples exhibit a cetane number of 75. The highest lower heating value of 38.22 MJ/kg is obtained in biodiesel Cycle 1 and the viscosity of the biodiesel samples ranges from 5.65 to 5.88 cSt. The density of the biodiesel samples ranges from 881.23 to 882.92 kg/m3. Besides, ester functional groups (C=O) and methyl functional groups have been successfully formed in all samples, with the methyl oleate compound observed as dominating the biodiesel samples. The cloud point value of the biodiesel samples ranges from 12°C to 13°C, and their pour point value ranges from 10°C to 12°C. The lead content in biodiesel is 0.8826 mg/kg. The lowest sulphur content is obtained from biodiesel Cycles 1 and 2 at 0.005%. Performance tests show that biodiesel has lower torque and brake power values than commercial diesel fuel and higher specific fuel consumption values than commercial diesel fuel.

A COMMERCIAL TURBOFAN ENGINE MODELING AND EXERGY ANALYSIS

Turbofan engines are one of the most common types of engines used in modern commercial and military aircraft due to their efficiency and performance characteristics. In this study, a thermodynamic model is generated using GasTurb 14 software for a commercial two-spool, unmixed flow, and booster turbofan engine (CFM56-5A3) used in Boeing A320-212. Besides, an exergy analysis of the modeled turbofan engine is performed. Exergy performance criteria such as exergy efficiency, exergy development potential, exergy destruction ratio, productivity lack ratio, and fuel depletion ratio are evaluated for the engine components. In addition, how bypass ratio (BPR) affects net thrust and specific fuel consumption (SFC) for the modeled turbofan engine is investigated. As a result, the net thrust and SFC values of the modeled engine and the actual engine are overlapped with 14.0% and 7.2% deviation, respectively. The maximum exergy efficiency occurs at the high-pressure turbine as 0.992. When the bypass ratio is minimum, the maximum net thrust and SFC occur as 62.24 kN and 24.08 g kN-1 s-1, respectively. High pressure turbine has the minimum exergy development potential of 1528.5 kW.

Experimental study on effects of pilot injection mass strategy on combustion, Performance and emission characteristics of CRDI Engine

This experimental work reports how different pilot masses of biodiesel-blended fuel in Common Rail Direct Injection (CRDI) engines affect engine performance, combustion, and emissions. This experiment used 20MEWCO (20 % Methyl Esters of Waste Cooking Oil + 80 % Diesel) as the test fuel. Several parameters, such as timing and injection mass, affect how the CRDI system delivers fuel. In this work, the pilot injection mass was varied by 5 %, 7.5 %, and 10 %, keeping other factors such as injection pressure at 500 bar and the timing of the pilot and main injections at 36°Crank Angle before Top Dead Centre (bTDC) and 15°Crank Angle before Top Dead Centre (bTDC), respectively. This work reveals that when pilot mass is increased in steps of 2.5%, the combustion performance parameters like cylinder pressure, heat release rate and specific fuel consumption values decrease. Also, it gave off less smoke, carbon monoxide and hydrocarbons than regular diesel with more nitrous oxide. Also, it was found that at 10 % of the pilot mass, carbon monoxide, hydrocarbon, and smoke emissions were significantly reduced, with a slight rise in oxide of nitrogen emissions at the same time, without affecting the engine performance.

Performance and Emission Comparison of Different Test Fuels in a Compression Ignition Engine with Syngas and Pyrolytic Oil Derived from Safflower

ABSTRACT This work aimed to compare the performance and emissions of different test fuels in a compression ignition engine. The fuels included diesel, SFEEE20, and SFME20, with and without a diesel reforming and partial oxidation system. Syngas and pyrolytic oil produced from Safflower were used in single and dual fuel modes. The results showed that brake thermal efficiency (BTE) increased in dual fuel mode compared to single fuel mode. Diesel with SFS exhibited the highest efficiency of 32.20%, followed by SFEEE20 with SFS at 31.91% and SFME20 with SFS at 31.08%. The specific fuel consumption (SFC) decreased in dual fuel, and at maximum load condition, SFME20 with SFS demonstrated the lowest SFC of 0.3193 kg/kW-hr in dual fuel mode. SFEEE20 with and without SFS displayed SFC values of 0.28051 kg/kW-hr and 0.3005 kg/kW-hr, respectively. At maximum load condition, SFME20 with SFS exhibited an EGT of 187°C, while PME and diesel with SFS showed EGT values of 183°C and 184°C, respectively. CO and HC emissions decreased in dual fuel mode compared to single fuel mode. The work concluded that SFEEE20 with SFS showed promising results with high BTE and low emissions, making it a potential fuel blend for compression ignition engines.

Experimental investigation for the different blend ratios of kerosene with diesel on the exergetic performance of a small-scale turbojet engine for UAV missions

The main purpose of this study is to experimentally analyze the exergetic performance of a small-scale turbojet engine that can be used in unmanned aerial vehicles (UAVs) when different blend ratios of kerosene with diesel are necessary, like in extraordinary situations. Comparative analysis was performed to understand the effects of the use of various diesel rates on the jet engine’s performance. To maintain air operations when refueling is required, easy-reachable fuels can help for short but important periods. In cases when there is a need for the use of a quick-reachable fuel in war conditions, diesel may be a suitable fuel. The UAV turbojet engine consists of a radial compressor, an annular combustion chamber, an axial turbine, and a propelling nozzle. The compressor, combustion chamber, turbine, and nozzle were evaluated by using the exergy analysis method. The performance parameters to evaluate the turbojet engine components were specific fuel consumption, thrust, overall exergy efficiency, and air-to-fuel ratio. The turbojet engine was operated at different throttle settings to monitor the changes in the performance parameters. As a result of using different kerosene and diesel fuel blends at different throttle settings, it was observed that the findings were consistent. Generally, the maximum exergy efficiencies took place in the turbine except for the full throttle settings. The minimum exergy efficiencies belonged to the nozzle. It was observed that irrespective of which fuel blend was used, thrust specific fuel consumption values decreased as the throttle setting increased. On the other hand, thrust values, overall exergy efficiencies, and air-to-fuel ratios had an increasing trend as the throttle setting was increased.

Investigation of ketal-acetin mixture synthesized from glycerol as a renewable additive for gasoline-ethanol fuel blend: Physicochemical characterization and engine combustion, performance, and emission assessment

Fossil fuel combustion in internal combustion engines, especially gasoline engines, leads to urban air pollution and contributes to greenhouse gas emissions and climate change. Ethanol has long been considered a promising option to replace gasoline and reduce the amount of associated pollution. Despite its advantages of improving fuel combustion and reducing pollutants, increasing nitrogen oxide emission is an environmental issue caused by using a high percentage of ethanol in fuel. Another challenge the biofuel industry faces is the crude glycerol produced as a by-product of the biodiesel production process, which requires a high-technology purification line, restricting biodiesel production capacity. Considering both challenges, the present study valorized glycerol into a fuel bio-additive, i.e., a ketal-acetin mixture, and developed gasoline-ethanol fuel formulations containing the synthesized bio-additive. To this end, the additive was synthesized through two-stage reactions, i.e., synthesizing acetin mixture using acetic acid and then ketalizing using acetone at specific reaction conditions. Afterward, different fuel samples were analyzed through a physicochemical study and tested in a spark-ignition engine setup. According to the results observed, adding a 2.5% ketal-acetin mixture to gasoline fuel containing 20% ethanol could improve brake power and thermal efficiency, especially at higher engine speeds. At higher engine speeds, there was a decrease in the brake specific fuel consumption values of the fuel sample containing a 2.5% ketal-acetin mixture. At the same time, besides maintaining the positive effects of ethanol presence in reducing engine exhaust emissions such as carbon monoxide and unburned hydrocarbons, this fuel blend reduced nitrogen oxides mean values by 34.5%.

ANALISIS RASIO FINAL GEAR DAN KEMIRINGAN JALAN TERHADAP DAYA, EFISIENSI MEKANIS, WAKTU AKSELERASI DAN SPECIFIC FUEL CONSUMPTION (SFC) PADA MOTOR 110 INJEKSI

The community perceives that vehicles used in daily activities, especially when carrying heavy loads such as going uphill or transporting goods, experience a lack of power and torque. The objective of this study is to determine the results of calculations and experiments on power, mechanical efficiency, acceleration time, and Specific Fuel Consumption (SFC) between using standard factory gears and modified gears. In the power test, using gear 38 resulted in the highest power output of 8.85 hp at 7500 rpm. Regarding mechanical efficiency, gear 38 achieved the highest value of 0.9987 at 6500 rpm. As for acceleration time, the steeper the road gradient, the lower the maximum achievable speed. Moreover, in terms of SFC, particularly in the test involving road gradient, the most fuel-efficient result was obtained at a 5° gradient using gear 40 with an SFC value of 0.04127 Kg/Hp.hour at 6000 rpm, while the highest fuel consumption was recorded at a 30° gradient using gear 38, with an SFC value of 0.1158 Kg/Hp.hour at 8000 rpm

KARAKTERISTIK MESIN HONDA JAZZ 2007 I-DSI

Electrinic Fuel Injection (EFI) a system that supplies fuel from the tank electronically with a mixture of air that suits fuel needs so that vehicle power remains maximum with minimal fuel consumption to produce environmentally friendly emissions. The fuel injection system is an innovation step that is being developed and applied to motor vehicles today. The purpose of the study was to find out the characteristics of the 2007 Honda Jazz I-DSI engine using the parameters of maximum torque, maximum power, average effective pressure (Brake Mean Effective Pressure) and specific fuel consumption (Specific Fuel Consumption). The method used is direct observation of the problems related to this study. Torque as the rotation of the Honda Jazz i-DSI engine shaft has a higher torque. This shows that the Honda Jazz engine has a higher torque value to improve engine performance. Effective engine power occurs at engine shaft revolutions of 1000 to 5000 rpm. The specific fuel consumption of the Honda Jazz engine has a higher specific fuel consumption value of 34.23% than the i-DSI with the PGM-FI (Programmed Fuel Injection) fuel supply system. At 3500 to 6000 rpm, the Honda Jazz i-DSI engine has a higher specific fuel consumption value compared to the PGM-FI fuel supply system. So the use of fuel using the i-DSI engine is more efficient at low revs because it uses 2 spark plugs, so combustion can be maximized. The thermis efficiency of the Honda Jazz i-DSI engine has a higher thermis efficiency value of 11.15%. Thermis efficiency rises when the engine revs up. Then it can be said that the efficiency of the thermis is directly proportional to the rotation of the engine.

Experimental analysis of energy, performance and noise emissions for biodiesel fuel obtained from animal waste fat

AbstractAnimal fats are one of the biodiesel raw materials. In this study, biodiesel was produced from horse fat by transesterification method and the produced biodiesel was mixed with euro diesel at 5% by volume, and experimental fuels in the form of D100 and D95B5 were obtained. Fuel properties of test fuels were determined. In addition, using the experimental fuels in a single‐cylinder, four‐stroke, water‐cooled diesel engine, the data obtained by investigating the engine performances, energy analysis, and noise emissions were presented with graphics and interpreted. In the experiment results; D95B5 fuel produced 0.68% more torque than D100 fuel at maximum torque value and D95B5 fuel produced 4.06% more power than D100 fuel at maximum engine power. In the minimum specific fuel consumption values, D100 fuel consumed 4.70% less fuel than D95B5 fuel. In terms of energy analysis, results are given for the maximum torque speed 1200 rpm, minimum specific fuel consumption speed 1200 rpm, and maximum power speed 2000 rpm for the experimental fuels. In terms of noise emissions, the engine made 0.56% less noise in the use of D95B5 fuel compared to the use of D100 fuel and 0.20% less noise at the maximum torque speed values, according to the average values of the maximum power cycle. As a result, adding 5% horse fat biodiesel to diesel fuel has yielded positive results in terms of engine performance, energy analysis and noise emission. This type of fuel can be used in diesel engines without any modification.

Effects of Biodiesel Fuels Produced from Vegetable Oil and Waste Animal Fat on the Characteristics of a TDI Diesel Engine

In this study, four different biodiesel fuels obtained from corn oil, safflower-rapeseed oil mixture (50%-50% v/v), waste chicken fat, and waste fleshing oil were tested in a six-cylinder, water-cooled, TDI diesel engine. Vegetable oil and waste animal fat origin biodiesel fuels’ effects on the performance, injection, combustion and emission characteristics of test engine were compared with each other and petroleum-based diesel fuel as reference fuel. Biodiesel fuels (regardless of their feedstock) increased in-cylinder gas pressure, brake specific fuel consumption, and NOx emissions while decreased THC and CO emissions compared to pure diesel fuel. In comparison to petro-diesel, the start of fuel injection timing advanced but the end of fuel injection timing retarded with biodiesels. In addition, comparatively higher fuel injection pressure values were attained with all biodiesel fuels. Waste animal fat and vegetable oil origin biodiesel fuels showed similar in-cylinder gas pressures, fuel injection characteristics and brake specific fuel consumption values. However, CO emissions of vegetable oil-based biodiesel fuels were lower and NOx emissions were higher than those of waste animal fat-based biodiesels.

Prediction of Specific Fuel Consumption of 60 HP 2WD Tractor Using Artificial Neural Networks

In this study, specific fuel consumption was determined at different axle load, tire pressure and drawbar force for a 60 HP tractor. In addition, the results were also estimated with the help of Artificial Neural Networks (ANN), which is one of the machine learning methods. The testings were carried out on the Tractor Draft Test Track. In the study; three different drive tire inner pressures (P) (160 kPa, 120 kPa and 80 kPa), four different dynamic axle loads (W) (1796 daN, 2076 daN, 2276 daN, 2476 daN) and four different traction forces (500 daN,1000 daN, 1500 daN, 2000 daN) were tested. Specific fuel consump-tion values varied between 290.7-542.1 g/kWh depending on the draft force in the testings Despite the 38% increase in the axle load, a 3.5% decrease occurred in the specific fuel consumption values. Specific fuel consumption values in-creased when increased tire inner pressure. Specific fuel consumption in-creased by 1.03% when a 100% increase in tire pressure. In ANN, the most suc-cessful model was determined by trying different training algorithms, transfer functions and the number of neurons in the hidden layer. In the most successful network model, MAE, RMSE values for the prediction of specific fuel consump-tion were found to be 0.005331, 0.007551 respectively.

The Effect of Cylinder Head Variations on the Mixture of Bio-Oil and Diesel Fuel on The Noise Value, Specific Fuel Consumption, and Gas Opacity

The increasing number of motorized vehicle users causes increasing air pollution in atmosphere. This condition is due to the exhaust gas content generated by the consumption of this fuel. To resolve this, one of the efforts is to use a mixture of bio-oil in diesel fuel. Bio-oil is a dark brown liquid composed of highly oxygenated compounds produced through pyrolysis, where its properties are close to heavy fuel oil. This study aims to determine the effect of cylinder head variations on the mixture of bio-oil and diesel fuel on the performance of an engine. The engine used in this research is a single-cylinder engine with a direct injection system. When the standard cylinder head variations are used, the best noise, specific fuel consumption, and gas opacity values are obtained. The best noise value is 92.1 dB with a composition of 15% bio-oil and 85% diesel fuel. Meanwhile, the best specific fuel consumption value is 0,236 gram/watt. second with a variation of 20% bio-oil and 80% diesel fuel mixture. The best opacity value is obtained at 30,3% when bio-oil fuel composition is 15% and diesel is 85%.

A comprehensive investigation on Spirulina platensis – Part I: Cultivation of biomass, thermo–kinetic modelling, physico–chemical, combustion and emission analyses of bio–oil blends in compression ignition engine

The present work involves an investigation of Spirulina platensis bio–oil (SPO) with its engine performance in the compression–ignition engine. Spirulina platensis biomass was successfully cultivated in standard Zarrouke medium for few decades, hence in this work S. platensis is cultivated in Zarrouke and economic Zarrouke media show the maximum growth rate of 0.30 and 0.29 g/L/d respectively. The calculated average activation energy (Ea) values are 100.76, 157.21, 153.88, 167.67, 291.38, and 186.60 kJ/mol for Kissinger, Kissinger–Akahira–Sunose, Tang, Flynn–Wall–Ozawa, Friedman, and Coast Redfern (Jander 3D diffusion) models respectively. Friedman model shows highest Ea (365.81 kJ/mo1 at α = 0.7) value with more accuracy than others, hence this model is most favored for S. platensis biomass pyrolysis process. Positive ΔG and ΔH values imply that the pyrolysis process follows spontaneity with endothermic nature. A single–stage fixed bed reactor is utilized to extract SPO with 20% yield at 600 °C and its characterized by physico–chemical, spectral (GC–MS & FTIR), elemental, heat of vaporization, Reid vapor pressure, dynamic viscosity and surface tension methods. Engine performance and emission analysis were performed 5% and 10% SPO blends with 0.50:4.75:4.75 and 1:4.50:4.50 (SPO: Ethanol: Diesel) ratio, respectively under 25%, 50%, 75% and 100% load conditions. 5% SPO blend shows better brake thermal efficiency with lower brake specific fuel consumption values than 10% blend. Furthermore, the emissions of HCs, (NO)x and smoke are slightly higher in SPO blends than diesel.

Effect of port injection pressure on mixture quality in Homogeneous charges compression ignition (HCCI) engine

The purpose of this study is to investigate the effect of fuelinjection pressure onhomogeneous charge formation and performanceand emission characteristics of Homogeneous charge compression ignition engine. The fuel injection pressure isone of the primary parameter for improvingthe homogeneity of the mixture and governing the power output and emission characteristics of HCCI engine. In this investigation, diesel fuelwasinjected at different injection pressuresas 2bar, 3bar, 4bar and 5bar respectively throughbyport fuel injector. The experimental investigationsshow that increasing the fuel injection pressure will promote the fuel to penetrate with air and creates well pre mixedair/fuel charge.The result shows, the specific fuel consumption (SFC) of HCCI engine isslightlyhigherthan the SFC of conventional diesel engine.The HCCI engine with 3bar injection pressure operated engine has lower SFC values compared to other injection pressure operated HCCI engine.The brake thermal efficiency of HCCI engine, operated with 3barinjection pressure has maximum BTE values over the other injection pressure operated engine.From theresult, it is observed that HCCI engine has lower smoke density values compared to conventional diesel engine andfurther reducedby increasing the fuel injection pressure. The 3bar injection pressure operated HCCI engine has emitted lower smoke densitycompared to other injection pressure operated HCCI engine. The 3bar injection pressureoperated HCCIengine hasemittedmaximum oxides of nitrogen (NOx) emissions than the other injection pressure operated HCCI engine. Other exhaust emissions of carbon monoxide (CO) and hydrocarbon (HC)emissions are increased when compared toconvention diesel engine

Biodiesel Production from Waste Sunflower Oil and Engine Performance Tests

In this study, biodiesel is produced from waste sunflower oil and its ef-fect on engine performance and specific fuel consumption is experimen-tally investigated. Transesterification method was used in biodiesel pro-duction of waste sunflower oil. After production, analyzes giving charac-teristics of biodiesel such as density, kinematic viscosity, sulfur and water content were made. As a result of the analysis, the biodiesel fuel with a viscosity of 4,372 mm2/s, which has a reaction temperature of 60°C, an alcohol content of 25% and a catalyst ratio of 0.05%, was cho-sen as a reference fuel, as it was observed to comply with European Standards of EN 14214. Standard diesel fuel was taken as reference for the purpose of examining the effect of biodiesel on engine performance. Performance and fuel consumption tests of the produced biodiesel and standard diesel fuel were carried out at the full load position at seven dif-ferent engine speed levels. Experiments were carried out on a single cy-linder four-stroke Cussons P8160 engine. As a result of the test, it was observed that there was a 7.06% reduction in engine moment compared to the standard diesel fuel use of B100 fuel. In addition, compared to the standard diesel fuel of B100 fuel, there was a 6.64% reduction in engine power. Specific fuel consumption values for B100 and diesel fuels at 2200 rpm engine speed were 426.75 g/kWh and 355.22 g/kWh, respecti-vely.

Energy and exergy analysis of biogas fired regenerative gas turbine cycle with CO2 recirculation for oxy-fuel combustion power generation

In this paper, thermodynamic performance of oxy-biogas regenerative gas turbine cycle with CO2 recirculation is evaluated. The CO2 stream is split into the primary and dilution zones. In the primary zone, chemical-equilibrium-model is applied for exergy analysis. Influences of relevant parameters—CO2-to-O2 molar ratio (CtO) in the primary zone and primary diluent ratio (PDR)—on the temperature of combustion chamber (CC) and turbine, net produced power, thermal efficiency, specific fuel consumption (SFC) and CO2 capturing mass flow rate are studied. Decreasing CtO and raising PDR result in high net produced power. Thermal efficiency has a maximum value in the range of CtO (1.5<CtO<4.0) and PDR (0.2<PDR<0.6) and by enhancing CtO, exergy destruction diminishes in both zones. With increasing the CtO in the range of 1.5–2.98, thermal efficiency is increased by 9.92% while variation of CtO in the range of 2.98–4 results in reduction of thermal efficiency by 1.3%. In the range of PDR, the minimum value of SFC is 388 g/kWh and in the range of CtO, the lowest achievable SFC is 387.4 g/kWh. Additionally, dilution zone exergy destruction and CC exergy efficiency increases with PDR and CtO. The two-zone model provided an appropriate control on the turbine inlet temperature.

ANALISA PERFORMA DAN KONSUMSI BAHAN BAKAR PADA MESIN 4-TAK 113CC MENGGUNAKAN BAHAN BAKAR CAMPURAN PREMIUM DAN ETHANOL

The use of a fuel mixture of gasoline and ethanol can reduce the PM2.5 (Particulate Matter) value in the air by 0.3-0.4 µg m-3. This research aims to see the performance of a 4-stroke engine 113cc in standard conditions using a mixture of premium and ethanol. This research learns 5 types of mixture, E0, E10, E15, E20, and E25. The fuels was tested at 5 engine speed 4000, 4500, 5000, 5500, and 6000 rpm, at prony brake dynamometer to measuring performance, fuel consumption and Specific Fuel Consumption (SFC). The results of research show that the highest torque and power is the E15 mixture, that is 8.90 Nm at 5500 rpm and the power obtained is 5.529 kW at 6000 rpm. Meanwhile, the lowest fuel consumption value is found in the E10 with a value of 169.78 gr/hour at 4500 rpm. The lowest SFC value of all fuels is the E15 at 5000 rpm on 27.565 gr/kW.h. This is the lowest of any other fuel, because the Research Octane Number value is following the compression ratio of the engine, so there is no delay in ignition symptoms that occur during the combustion system. The viscosity value also contributes to the difference in data.

Performance analysis of a hybrid natural gas generator/photovoltaic system for residential use

Diesel generator sets are mostly used as the main electricity supply or as a backup for areas not connected to the main electricity grid. Natural gas can be used as an alternative fuel of generator set to replace diesel because of its abundant availability and is environmentally friendly. In addition to the generator set, the solar photovoltaic (PV) system is also suitable for implementation in remote areas since its primary energy sources are easy to obtain. The combination of these two types of power generation is expected to be reliable enough to supply the electricity for houses in remote areas. This study is conducted to observe the performance of the hybrid natural gas generator set/solar PV system in terms of specific fuel consumption (SFC) and power quality through a testbed, and further analyze the economic aspect. According to the result, the voltage and frequency generated by the natural gas generator set either integrated with a solar PV system or not is still within the allowable operating limits. Moreover, the SFC value of the hybrid system is higher than the one with natural gas generator set only.

ANALYSIS OF THE EFFECT OF BYPASS RATIO ON PERFORMANCE ENGINE CFM56-5A1 IN CRUISING CONDITIONS

The value of engine performance is known to decrease and increase with increasing and decreasing variation of the value of the parameter bypass ratio, so that if the value of these parameters is greater, then the fuel consumption when the aircraft operates will be less and the thrust will decrease. In addition to changing the value of the specific fuel consumption due to the influence of the bypass value, variations in altitude are also very influential where the higher the aircraft, the resulting specific fuel consumption value will be smaller

THE EFFECT OF BLEED WATER ON JT8D-15 ENGINE PERFORMANCE IN CRUISING CONDITION

Bleed air is an affected component of the performances engine. Bleed air is pressurized air taken from the compressor. On cruising condition, the bleed air is used for pressurization and AC (Air Conditioner). Because the decrease percentage of the pressure on the compressor, it will influence the value of other parameters. In this journal, the author discusses the effect of bleed air on JT8D-15 engine performance in cruising condition. The method used in this journal is Parametric Cycle Analysis of Real Engine through manual and numerical calculation methods. This research analyzed the performance of engine JT8D-15 within bleed air on and bleed air off condition which had been affected by variations of cruising altitude. The results of calculations from JT8D-15 engine performance and the effect of bleed air for thrust are higher when the aircraft's altitude rises, both in the bleed off and on condition. The values are at the altitude of 27000 ft, 31000 ft and 35000 ft when bleed on are 10638,668 lb, 10954,356 lb, 11266,251 lb, otherwise when bleed off are 10964,851 lb, 11278,715 lb, 11588,257 lb. SFC (specific fuel consumption) on bleed off has a lower value than the SFC value of bleed on.