Aerodynamics E3 Part II
Aircraft Propulsion
Dr. Ali Bahr Ennil
THERMODYNAMIC ANALYSIS of TURBOJET ENGINE
IDEAL CASE:
The components except the burners are assumed to be reversible adiabatic or isentropic.
Moreover, the burners are replaced by frictionless heaters; thus, the velocities at stations
2 through 6 are negligible.
TURBOJET ENGINE IDEAL CASE EQUATIONS
1. Intake or inlet: During cruise, the static pressure rises from (a) to (1) outside
the intake and from (1) to (2) inside the intake. Air is decelerated relative to the
engine. Since the velocity at (2) is assumed to be zero and the deceleration is
isentropic, the total or stagnation pressure at states (a), (1), and (2) are
constant and equal.
1. 2. Compressor: The pressure ratio of the compressor, πC, is assumed to be
known; thus, the pressure and temperature at the outlet of the compressor
are evaluated from the corresponding values at the inlet
Combustion chamber: The turbojet is assumed to be with a single-spool engine. Thus, the
outlet conditions of the compressor will be those at the inlet to the combustion chamber.
Combustion process takes place from (3) to (4).
Fuel to air ration can be expressed as:
𝐶𝑝𝑐 , 𝐶𝑝ℎ are the specific heats for the cold air and hot gases.
Turbine: The power consumed in the compression from (2) to (3) must be supplied through
the turbine in expansion from (4) to (5). If the ratio of the power needed to drive the
compressor to the power available in the turbine is (λ), then the energy balance for the
compressor turbine shaft is
Afterburner: If the jet engine is without an afterburner, then no work or heat transfer occurs
downstream of station (5). The stagnation enthalpy remains constant throughout the rest of
the engine. However, if there is an afterburner, we have two cases: is the afterburner either
operative or inoperative. If the afterburner is inoperative, then states (5) and (6) are
coincident. Both the temperatures and pressures are equal:
For an operative afterburner, a subscript (A) is added to the symbols of the temperature and
the pressure to denote operative afterburner. In this case, an additional amount of fuel is
burnt that raises the temperature to (T06A), which is much higher than the TIT.
(a) Inoperative afterburner
(b) Operative afterburner
Worked Example
The airplane FIAT G91Y is a single-seat Strike and Reconnaissance fighter
powered by
two GENERAL ELECTRIC J85-GT-13A turbojets each rated at 12.12 KN at an
altitude of 9150m, where the ambient conditions are 32 kPa and 240K. The
pressure ratio across the compressor is 12 and temperature at the turbine inlet is
1400 K. The aircraft speed is 310 m/s. Assume ideal operation for all components;
assume unchoked nozzle and constant specific heat in all processes, Cp = 1005
J/kg.K. The heating value of the fuel is 42,700 kJ/kg.
Determine:
(a) The fuel-to-air ratio
(b) The velocity of the exhaust gases
(c) The air mass flow rate
(d) The propulsive efficiency
(e) The thermal efficiency
(f) The overall efficiency
Solution
For you to try (20 min)
The airplane FIAT G91Y is a single-seat Strike and Reconnaissance fighter
powered by two GENERAL ELECTRIC J85-GT-13A turbojets each rated at 16 KN at
an altitude of 10,000m, where the ambient conditions are 33 kPa and 230K. The
pressure ratio across the compressor is 14 and temperature at the turbine inlet is
1300 K. The aircraft speed is 300 m/s. Assume ideal operation for all components;
assume unchoked nozzle and constant specific heat in all processes, Cp = 1005
J/kg.K. The heating value of the fuel is 44,500 kJ/kg.
Determine:
(a) The fuel-to-air ratio
(b) The velocity of the exhaust gases
(c) The air mass flow rate
(d) The propulsive efficiency
(e) The thermal efficiency
(f) The overall efficiency
THERMODYNAMIC ANALYSIS of TURBOJET ENGINE
ACTUAL CASE:
1- All components are irreversible, but they are adiabatic (except burners); thus, isentropic efficiencies
for the intake, compressor, turbine, and nozzle are employed.
2- Friction in the air intake (or diffuser) reduces the total pressure from its free stream value and
increases its entropy. The total temperature at the outlet of the intake is higher than in the isentropic
case, which depends on the intake or diffuser efficiency (ηd ).
3- There are some losses in compression and expansion processes due to friction.
Actual Cycle
THERMODYNAMIC ANALYSIS of TURBOJET ENGINE
ACTUAL CASE:
THERMODYNAMIC ANALYSIS of TURBOJET ENGINE
ACTUAL CASE:
Example ( Actual Case Turbojet Engine)
A single-spool turbojet engine has the
following data:
• Compressor pressure ratio 8
• TIT 1200 K
• Aircraft flight speed 260 m/s
• Isentropic efficiency of intake 0.9
• Isentropic efficiency of compressor and
turbine 0.9
• Combustion chamber pressure loss = 6% of
delivery pressure Combustion chamber
efficiency 0.95
Calculate To2 , Po2, To3, Po3,Po4.
• (Ta = 242.7 K, Pa = 41.06 kPa)
For You ( Actual Case Turbojet Engine)
A single-spool turbojet engine has the
following data:
• Compressor pressure ratio 12
• TIT 1400 K
• Aircraft flight speed 350 m/s
• Isentropic efficiency of intake 0.85
• Isentropic efficiency of compressor and
turbine 0.75
• Combustion chamber pressure loss = 6% of
delivery pressure Combustion chamber
efficiency 0.8
Calculate To2 , Po2, To3, Po3,Po4.
(Ta = 242.7 K, Pa = 41.06 kPa)
Two-Spool Turbojet Engine
Two-spool turbojet engine with operative afterburner
Three Spool
Turbofan Engine
The core turbomachinery
is brand new, giving
better performance,
noise and pollution
levels. The main points
different from two-spool
engine are also
introduced. The layout of
this engine and the T–S
diagram are shown in
Figures below. Air bleed
is also extracted from the
intermediate pressure
compressor at station
(3b).
Energy balance of Three Spool Turbofan Engine
1. Energy balance of the first spool (Fan and LPT)
2. Energy balance for the intermediate spool (IPC and IPT)
3. Energy balance for the high-pressure spool (HPC and HPT)
Example: A three-spool turbofan (forward fan). It has the following data
Example: A three-spool turbofan (forward fan). It has the following data
Solution:
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