‘part electric gas turbine’ (pegt), is an innovative gt architecture that makes design and development of gt less iterative and less expensive. it also offers better off-design performance characteristics. the compressor which draws air from the atmosphere and fed to combustor is driven by an electric motor. thermal energy produced in the combustor using fuel and compressed air is delivered to a turbine. in addition to providing the shaft power, the turbine drives a generator that produces electrical energy which is stored in a power bank through a control circuit. the electrical power for the driving motor of the compressor is provided by the power bank. thus, the cycle is completed. despite the additional energy conversions from mechanical to electrical in generator and back to mechanical in motor, when compared to conventional gt, the pegt is promising due to overall better performance characteristics and flexibility due to the distributed architecture. the electrical coupling between the compressor and turbine of pegt in lieu of the conventional mechanical coupling aids in utilization of flat performance characteristics of electric motors resulting in optimization of component efficiencies. in terms of energy balance, the energy produced in the combustor is used for compressor work (in this case through the electric generator, power bank, and electric motor) which is about 50 to 60% of the total energy and the balance is available as net output of the gt. thus, the main challenge in designing a pegt would be the size and availability of a high-power electric motor. with the advent of new technologies like magnetic levitation bearing (mbc) compressors and high-density electric motors like axial flux type, practical feasibility of pegt is viable. key merits of pegt cycle better component efficiencies and performance. in a pegt, the mass flow of air is independently variable using variable speed electric motors which offer nearly flat performance curves. independent operation allows optimization of turbine speeds, which is further advantageous in reducing the need for a higher reduction ratio gearbox. thus, the component level efficiency in pegt is superior resulting in an overall better off-design performance. low development cost & time. in pegt, the iterations required for designing to match component characteristics is minimized, owing to the mechanical independency of compressor and turbine. customized designing of pegt to exactly fit the end application is easier due to design flexibility and lower development costs. simpler and more efficient control system. complex control systems are employed in gts for safe exploitation. however, in a pegt, with a predetermined relationship between power versus air and fuel flows, the engine operation is less cumbersome and optimized as well as safer. flexibility. individual components of a gt can be arranged with better geometrical flexibility in a pegt since the compressor and turbine no longer need to be coaxial. flexibility also provides other possibilities like optimized weight distribution, shorter and more efficient air ducting etc. multiple configurations of pegt are possible to optimize the end application including integration feasibility with other systems of a platform. lower intake losses & shorter intake duct. specific to marine application, a propulsion gt is required to be installed in the bottom decks of the ship to ensure sufficient immersion of the propeller in the water. this constrains in long intake and exhaust ducts running from the gt up to the open atmosphere. the flexibility available in pegt allows the compressor to be mounted on the upper section of a ship. this effectively means that the intake duct is replaced with discharge duct implying that the suction head is replaced with discharge head of the compressor.