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Aerospace Propulsion
School of Mechanical Engineering
The University of Adelaide

Assignment 4

Due: 5pm Thursday 15
th
May 2014 (use the Level 2 submission boxes)

Each problem must be started on a new page and must be neatly set out and clearly explained.

Marks may be deducted for work that is poorly presented.

Any problems that require a derivation or equation formulation will include marks for how
clearly youve set out and explained your derivations.

This is an individual assignment (i.e., no collaboration). By submitting your assignment you
are agreeing to the following: I declare that all material in this assessment is my own work
except where there is clear acknowledgement and reference to the work of others. I have read
the University Policy Statement on Plagiarism, Collusion and Related Forms of Cheating. I
give permission for my assessment work to be reproduced and submitted to other academic
staff for the purposes of assessment and to be copied, submitted and retained in a form suitable
for electronic checking of plagiarism.

Any requests for extensions must be submitted in writing at least 48 hours prior to the due
date: these requests must be supported by the appropriate documentation.

Late assignments will be penalized at 20% per day late.

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1. F119-PW-100 Turbofan Engine Analysis [50 marks]
Consider the Pratt & Whitney F119-PW-100 low-bypass turbofan engine shown below, two of
which are used to power the F-22 Raptor air-superiority fighter. Each engine can produce 28,000
lbs of military thrust (i.e., without the afterburner), and 35,000 lbs of thrust with the
afterburner. Together the two engines allow the F-22 to cruise at supersonic speeds even without
using the afterburner (sometimes called the augmentor). A key specification for the F-22 was the
capability to achieve supersonic cruise at M ! 1.4 without the use of the afterburner; the
afterburner provides additional thrust but reduces the overall efficiency and increases the infrared
signature


Figure 1. Pratt & Whitney FW119-PW-100 low-bypass turbofan engine
The engine is based on a somewhat unusual two-spool design in which the spools rotate in
opposite directions this is the first operational engine to have counter-rotating spools. The
high-pressure spool uses a six-stage compressor driven by a single-stage high-pressure turbine
(HPT) with single-crystal superalloy blades to allow a turbine inlet temperature of 1920 K this
is the highest turbine inlet temperature of any engine. The counter-rotating low-pressure spool
has a 3-stage fan driven by a single-stage low-pressure turbine. The combined effects of both
spools produce an overall pressure ratio (OPR) of 26.0.

The engine also has a two-dimensional converging-diverging nozzle with thrust vectoring
capability, allowing the exhaust jet to be deflected by up to 20-deg as shown in the double-
exposure photograph below, to provide for enhanced maneuverability of the aircraft.

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Figure 2. Double-exposure photograph showing deflection of exhaust jet by thrust vectoring
nozzle.
As the diagram on the previous page indicates (Figure 1), bypass air is diverted around the
compressor after the last stage of the fan. If you examine the flow path of this bypass air in the
cutaway diagram, it is apparent that the bypass air in this engine is used more for cooling the
afterburner and nozzle sections, to help permit the very high T
3
-value, than for producing thrust
in the way that bypass air is used in a conventional high-bypass engine. The combined air mass
flow rate, including the bypass air and the air entering the compressor, is stated as 270 lbs/sec
(123 kg/sec). To allow operation at the high T
3
-value, some of the air exiting the compressor is
used to cool the turbine blades, so not all of the compressor air passes through the combustor.
From the stated specific fuel consumption (SFC) of 0.80 lbs/hr of fuel per pound of thrust, the
fuel mass flow rate at military thrust is 22,400 lbs/hr, or 2.83 kg/sec. It is possible to deduce from
the turbine inlet temperature T
3
and the 43.4 MJ/kg heating value of JP-4 fuel that the air mass
flow rate through the combustor is about 84.2 kg/sec. If we assume that 5% of the air at the
compressor exit is diverted for turbine blade cooling, then the total air mass flow rate entering the
compressor is 88.6 kg/sec, with the remaining 34.4 kg/sec of air from the fan bypassing the
compressor for cooling the afterburner and nozzle sections.

This gives a bypass ratio (BPR) of about 0.39, which is substantially lower than in high bypass
engines. The low BPR is in part necessitated by the small footprint within which the engine must
fit on this type of aircraft, as well as the fact that the purpose of the bypass air in this engine is
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mainly for cooling. This cooling reduces the IR signature and allows operation of the vectoring
nozzle even with this high T
3
-value, which provides a high thrust-to-weight ratio (T/W) for the
engine. The F119 is also the first operational military engine to have hollow fan blades in the first
stage of the fan. Owing to the very large chord of the first-stage fan blades, this allows a small
but important reduction in the total engine weight. In the diagram on the first page, notice also
the extent to which the rest of the engine structure has been hollowed to minimize engine weight
while providing the needed rigidity and bearing support points for the two rotating spools.

Figure 1 shows that the air entering the combustor first passes through the three-stage fan and
then through the six-stage compressor. The fan pressure ratio (FPR) for this engine is a bit hard to
find in open sources. However, the overall pressure ratio (OPR) is quoted as 26.0. Moreover, we
will show later when we analyze compressor design that the most efficient compression comes
when each stage in the compression process (i.e., each rotor/stator blade pair) produces the same
per-stage pressure ratio. If we assume that the fan and compressor operate near this ideal
configuration, then we get a per-stage compression ratio of (26.0)
1/9
= 1.44, which would suggest
a value for the FPR of about (1.44)
3
= 2.98; this is reasonable for a three-stage fan. As noted
above, some of this air exiting the fan bypasses the engine core and the rest enters the six-stage
compressor, which would then produce a further pressure ratio of (1.44)
6
= 8.92.

Consider the engine operating at 30,000 ft and at M = 0.85. In the following steps, based on the
above assumptions you will compute the thermodynamic conditions along the flow path through
this engine.

a) Use the isentropic model of the troposphere to determine the static temperature and
pressure in the ambient air.

b) Assuming a diffuser efficiency of !
!
= 0.9, compute the stagnation temperature and
pressure at the fan entrance.

c) Take the fan compression efficiency to be !
!
= 0.93 and compute the stagnation
temperature and pressure at the fan exit.

d) Determine the power required to drive the fan.

e) If the compressor efficiency is !
!
= 0.91, compute the stagnation temperature and
pressure at the compressor exit.

f) Find the power required to drive the compressor.

g) Based on the combustor exit temperature of 1920 K and assuming negligible total
pressure loss across the combustor, the total pressure at the combustor exit is the same as
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at the compressor exit. Using the fact that the power extracted by the high-pressure
turbine (HPT) must be the same as the compressor power, assume the HPT efficiency is
!
!"#
= 0.94 and determine the stagnation temperature and pressure after the high-pressure
turbine stage. Keep in mind we are assuming that 5% of the air exiting the compressor is
bled off for HPT blade cooling, so for the purposes of this problem assume that the mass
flow rate through the HPT will differs from that through the compressor by this amount.
Also, take C
p
to be the value for the combustion products and excess air at the combustor
exit temperature. For the fuel and air mass flow rates supplied to the combustor, the molar
composition of the combustion products can easily be shown to be 76.1% N
2
, 10.0% O
2
,
7.4% H
2
O, and 6.5% CO
2
. Use the attached table of molar !
!
values as a function of
temperature to find the mass-specific C
p
at the combustor exit temperature, and then use
this value in computing the stagnation temperature and pressure after the HPT.

h) Using the fact that the power extracted by the low-pressure turbine (LPT) must be the
same as the fan power, assume the LPT efficiency is !
!"#
= 0.93 and determine the
stagnation temperature and pressure after the low-pressure turbine. Assume that all of the
compressor bleed air has been reinjected for cooling the HPT blades upstream of the LPT.

i) The remaining excess enthalpy in the gases at the LPT exit is converted to kinetic energy
by fully expanding the gases to the ambient pressure through the converging-diverging
nozzle. Assume that the vectorable nozzle efficiency is "n = 0.96 and, since the nozzle is
adjustable, that the exit flow is fully expanded. Use this to determine the exit velocity of
the gases.

j) Compute the thrust produced by the engine under these assumptions. How does this thrust
compare with the 28,000 lbs military thrust at which the engine is rated? Which one of
the assumptions that we made do you think is most likely to account for most of the
difference?

k) Determine the thermal efficiency !
!!
, the propulsion efficiency !
!
, and the overall !
!
of
the engine under these assumptions.










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2. Using CEA for Constant-Pressure Combustion Processes [30 marks]
In this problem, you will use CEA to examine constant-pressure combustion processes using four
different fuels. Your goal is to become experienced at using CEA, and to gain insights into the
effects of some typical fuels on the adiabatic flame temperature and the equilibrium
composition. Consider the following four fuels: hydrogen (H
2
), methane (CH
4
), propane (C
3
H
8
)
and butane (C
4
H
10
), each in their gaseous state.

a) Begin with gaseous hydrogen (H
2
) fuel. We will use CEA to determine the temperature
that results when the fuel is burned with air at a constant pressure and without any heat
loss (i.e., adiabatically, thus at constant enthalpy). Lets first examine a simple case,
where the pressure is 1 atm and both the fuel and air are initially at 300 K. Select this type
of problem at the Problem tab. A window will appear that asks you to enter the
pressure; select atm as the unit, and then enter 1 in the list below (you can run many
cases with different pressures, but we wont do that here), then hit the Enter/Return key.
Enter 2000 K for the estimated temperature of the products (ignore the Assigned Enthalpy
field). Always remember to hit the Enter/Return key after almost everything you do
this is one of CEAs quirks! When finished, click Save at the bottom.

Now lets specify the reactants. To do this, click on the Reactant tab. In the three
uppermost fields, set the units to be moles, Kelvin, and kJ/mol. Since our reactants
are all contained in CEAs Thermodynamic Library, we will enter the remaining
information in the uppermost array of cells. Click in the top left cell and select fuel.
Then click in the next cell to the right, and a window will pop up that lets you specify the
fuel species. Scroll down the leftmost column titled Gaseous Species until you find H2,
select this, and then click OK at the bottom. In the next cell to the right, set the number
of moles of fuel to be 1 (remember to hit the Enter/Return key after almost everything
you do). In the next cell to the right, enter 300 to specify the initial fuel temperature. Go
to the second row, click in the leftmost cell, select oxid, then click in the next cell to the
right to pop up the species list and select air from the rightmost column, then specify
the amount as 1 mole, and set the temperature to be 300. Click Save at the bottom
before continuing.

We will examine the product temperature that results for a range of fuel-air mixture ratios,
spanning from very fuel-rich, to stoichiometric, to very fuel-lean. To do this, select the
Problem tab, and then in the list near the bottom select Percent fuel by weight %f.
This will let us specify several fuel mass fraction values (as percents). First, lets
remember that the basic reaction we are dealing with in this H2-air case is

!
!
!
!
!
!
!
!!!!"!
!
! !
!
! !
!!!"
!
!
!


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Since the molecular weights are MW
H2
= 2, MW
O2
= 32 and MW
N2
= 28, the above
stoichiometric reaction shows that the stoichiometric mass fraction of fuel is

!"#$ !"## !"#$%&'( !
!
!
!
!
!!
!
!
!
! !
!
!
!
!

where
!
!
!
!
!
!
!
!" !!!!" ! !"
!
! !"!!

Thus the stoichiometric fuel mass fraction is 1/(1+34.3) = 0.028 = 2.8%. We would
expect the combustion product temperature to be maximum near this value (though we
will see that the actual maximum occurs at a slightly different mixture fraction, since the
C
p
also changes with mixture fraction). Thus, enter the following 16 values of fuel mass
fraction (as percents) in the list at the right:

%f = 1.0, 1.5, 2.0, 2.5, 2.8, 2.9, 3.0, 3.1, 3.2, 3.5, 4.0, 4.5, 5.0, 6.0, 8.0, 10.0

Remember to hit Enter/Return after each entry, and to click Save when you are done.

When we run CEA, it will compute the equilibrium composition and temperature for each
of these fuel-air mixtures, and will automatically produce a relatively disorganized
OUTPUT file that contains a great deal of information about each case. To allow us to
better view the results that we really care about, we can ask CEA to put selected
information from that file into a relatively organized (i.e., tab-delimited) PLOT file. (The
contents of this PLOT file can be easily copied and pasted into Excel or any other package
for plotting or subsequent further analysis.) To determine how we want the OUTPUT file
formatted, click on the Output tab of CEA, and then select Shortened Printout and
Trace Species Values, and enter 1E-9 to tell CEA to show the concentrations of all
species that appear at mole fractions greater than 10
9
, i.e., greater than 1 ppb. To tell
CEA what information we want it to put in the PLOT file, click in the field titled Select
Properties of Plot File, and then select Fuel-Oxidant Mixture Properties. In the list
below this, select Percent fuel by weight - %f, then click Add to add this variable to
the Plot List. Now go back to the field titled Select Properties of Plot File, and select
Thermodynamic Properties, and then click on Temperature t, then click Add to
add it to the plot list. Thus our PLOT file is set up to have two columns, the first with the
fuel mass fraction (as percent) and the second with the corresponding adiabatic flame
temperature. Click Save at the bottom before continuing.

We are now ready to run the calculations, but it might be a good idea to first review the
run conditions by clicking on the Problem, Reactant and Output tabs. If everything
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is OK, then select Activity from the menu bar at the top of the window, and choose
Execute CEA2. The calculations take just a fraction of a second, and a window will
appear that contains the relatively disorganized OUTPUT file. You can scroll through this
to see for each of the 16 fuel mass fractions that we specified the resulting equilibrium
species composition, the temperature, and other information. When youre done looking
at this disorganized output, click Close at the bottom. Since in this problem we care
mainly about how the temperature varies with the fuel-air
mixture ratio (expressed here in terms of the fuel mass fraction), lets look at the PLOT
file, where we have asked CEA to put this information in organized form. To do this,
click on Activity in the top menu bar, and select View PLOT file. A window will pop
up that shows the PLOT file contents. The first column contains the fuel mass fraction (as
percents) and the second column contains the resulting combustion producttemperatures.
As expected, the temperature is highest near the stoichiometric fuel mass fraction of 2.8%,
but the maximum actually occurs closer to 3.0%, where the temperature is 2395 K due to
the C
p
effect noted above.

Drag across the two columns of data, then cut and paste the data into Excel or some other
plotting program. Make a plot showing how the combustion product temperature varies
with fuel mass fraction (as percent) for H
2
-air combustion. Turn in both a listing of your
PLOT file and your plot.

b) Now you will repeat this calculation for conditions that are more typical of a gas turbine
combustor. Thus take the air entering the combustor to be at a pressure of 40 atm and a
temperature of 700 K. Take the fuel entering the combustor to be at the same 40 atm
pressure but at a temperature of 400 K. Enter these values by clicking on the Reactant
tab. Remember to hit always Enter/Return, and always click Save before continuing.
Make a similar plot as in part (a) showing how the combustion product temperature varies
with fuel mass fraction. Turn in both a listing of your PLOT file and your plot.

c) Now repeat the calculation in part (b), but make a single graph that compares the
combustion product temperature versus fuel mass fraction for the four fuels hydrogen
(H
2
), methane (CH
4
), propane (C
3
H
8
) and butane (C
4
H
10
), each in their gaseous state. For
each fuel, first determine the stoichiometric fuel mass fraction (as percent) using the same
method shown above, and then choose 16 fuel mass fraction values that range from
fuelrich to fuel-lean, with sufficiently fine increments near the stoichiometric value to
allow you to determine the fuel mass fraction that gives the highest temperature. Repeat
this for each fuel, and have CEA generate a plot file for each fuel. Then import the data
from the four plot files into a program like Excel, and make a single plot with four
separate curves, one for each fuel, showing how the combustion product temperature
varies with fuel mass fraction. Turn in both a listing of your four PLOT files and your
final plot.
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d) Now lets consider a more realistic model for Jet-A fuel, composed of equal molar parts
of C
8
H
18
(isooctane), C
10
H
8
(naphthalene), and C
12
H
10
(biphenylene). Take the air
entering the combustor to be at 40 atm and 700 K, and the fuel to be at 40 atm and 400 K.
First, find the fuel mass fraction that gives the peak flame temperature by going through a
series of CEA calculations, each time choosing 16 fuel mass fraction values and
examining the PLOT file. Repeat this until you have found the fuel mass fraction that
gives the maximum product temperature to within an uncertainty of 10 K. Turn in a
listing of your final PLOT file that shows no more than 5 K difference between your
maximum temperature and the next adjacent values

e) You will now find the combustion product composition for a range of fuel mass fractions
around the value that corresponds to the peak flame temperature in part (d). To do this,
keep the fuel and air composition, pressure, and temperature the same as in part (d). On
the Problem tab, tell CEA to run cases corresponding to the following %f values:

%f = 1.0, 3.0, 5.0, 6.0, 6.5, 6.75, 7.0, 7.1, 7.2, 7.3, 7.4, 7.5, 7.75, 10.0, 50.0, 90.0

On the Output tab, set up the plot file to contain the fuel mass fraction, the temperature,
and the mole fractions of the following major species: CH4, O2, N2, CO2, H2O, CO.
(Enter these species names separated by spaces near the bottom right of the Output tab.)

Run CEA and then import the data from the resulting PLOT file into a plotting program
like Excel to make a single plot with six curves, one for each of these major species,
showing how each of these species concentrations varies with fuel mass fraction. Turn in
both a listing of your PLOT file and your plot.

f) Now you will make a similar listing and plot for the same conditions as in part (e), but
showing how the following minor species concentrations varies with fuel mass fraction:
OH, H2, H, O, NO. You may have to make separate plots for the monatomic and diatomic
species, since their concentrations vary widely. Turn in both a listing of your PLOT file
and your plot(s).



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3. Comparing Constant-Pressure and Constant-Volume Combustion Processes [20 marks]
In this problem, you will use CEA to compare the adiabatic flame temperatures that result from
constant-pressure and constant-volume combustion processes to gain insights into the differences
between these two types of processes.

Consider 1 mole of gaseous C
8
H
18
(iso-octane) fuel at being burned with 21.4 moles of air (this is
the stoichiometric molar ratio for iso-octane and air) over the following range of fuel-air
equivalence ratios: # = 0.825, 0.850, 0.875, 0.900, 0.925, 0.950, 0.975, 1.000, 1.025, 1.050,
1.075, 1.100, 1.125, 1.150, 1.175, 1.200. You will set up two runs using CEA, one for constant-
pressure combustion and the other for the constant-volume combustion, both starting from the
same state.

For the constant-pressure case, take the pressure to be 8 atm, and the initial temperature to be 540
K for both the fuel and the air. (This temperature corresponds to isentropic compression from 1
atm and 300 K to 8 atm.) For the constant-volume case, first make sure you select density (not
specific volume) at the top of the window, then set the density to be 4.4 kg/m
3
and again take the
initial temperatures to be 540 K. (The 4.4 kg/m
3
volume corresponds to isentropic compression
from 1 atm and 1 kg/m
3
to 8 atm, so this constant-volume case begins at the same state as does
the constant-pressure case.)

Now run CEA for these two cases. Import the data from each of the two resulting PLOT files into
Excel or some other plotting program, and make a single graph with two curves that show how
the temperatures for these two different combustion processes vary with equivalence ratio. Turn
in a listing of both your PLOT files and your plot.














End of assignment