ME – 460

(Gas Turbines)
Text Book:

“Mechanics and Thermodynamics of Propulsion”,

by
Hill and Peterson, John Willy and Sons.

The Turbojet
Art. 5.4
Page 164 (text)

7 March 2019 Lecture by Asst. Prof. NAEEM 1

 Turbojet Configuration
• A basic gas generator can be converted to a
turbojet configuration by adding a propelling
nozzle after turbine that produces a jet of high
speed exhaust gas.

7 March 2019 Lecture by Asst. Prof. NAEEM 2

 Simple Turbojet: Components Lay-out

Energy Interaction
Nodes Component Process
From To
1–2 Diffuser Diffusion Kinetic Pressure
2–3 Compressor Compression Work input Pressure
3–4 Burner Combustion Chemical Heat
4–5 Turbine Expansion Heat Work
5–6 Nozzle Expansion Pressure Kinetic

7 March 2019 Lecture by Asst. Prof. NAEEM 3

 Simple Turbojet Animation

7 March 2019 Lecture by Asst. Prof. NAEEM 4

 Turbojet with Afterburner

• Afterburner is a second combustion chamber positioned

between the turbine and the nozzle to obtain increased
thrust.
• This increases the temperature of the gas ahead of the
nozzle causing:
– increase of about 40 % in thrust at take-off and
– a much larger percentage at high speeds once the plane
is in the air.
7 March 2019 Lecture by Asst. Prof. NAEEM 5
 Turbojet (Twin Spool)

7 March 2019 Lecture by Asst. Prof. NAEEM 6

 Turbojet: Schematic
(Station Numbering for Thermodynamic Analysis)

Fig. 5-14, page 164 (text)

7 March 2019 Lecture by Asst. Prof. NAEEM 7

 Ideal Turbojet Analysis
• Assumptions:
– Diffusion, compression and expansion
processes are all isentropic.
– Friction and mechanical losses are negligible.
– Combustion process is replaced by a constant
pressure heat addition process.
– Flow parameters (γ, R, Cp) remain constant
throughout.
– Nozzle is fully expanded i.e. Pe = Pa

7 March 2019 Lecture by Asst. Prof. NAEEM 8

 Ideal Turbojet: T-s Diagram
• a-1: stream tube
• 1-2: isentropic diffuser
• 2-3: compression
across compressor.
• 3-4:combustion
• 4-5: expansion across
turbine.
• 5-6: afterburner
• 6-7: expansion through
nozzle.
Fig 5.17 page 167 (text)

7 March 2019 Lecture by Asst. Prof. NAEEM 9

 Ideal Turbojet Analysis

• Under steady
conditions if
mechanical losses are
ignored:
Wcomp  Wturb
 comp h03  h02   m
m  turb h04  h05 

• If mass flow is same

and Cp is constant:
T03  T02   T04  T05 
Fig 5.17 page 167 (text)

7 March 2019 Lecture by Asst. Prof. NAEEM 10

 Real Turbojet
• The real turbojet cycle differs from the
ideal one in several ways:
– Component losses will always be there, e.g.
ηm ≠ 1.0 and Wturb ≠ Wcomp
– Pressure losses occur during combustion.
– Cp and γ do not stay constant.
– Compressor and turbine have different mass
flow rates.
– Ambient pressure may not be equal to Pe.
7 March 2019 Lecture by Asst. Prof. NAEEM 11
 Real Turbojet: T-s Diagram
Fig 5.18 page 169 (text)

Pe

7 March 2019 Lecture by Asst. Prof. NAEEM 12

 Real Turbojet without A/B
• Define efficiencies:
– Diffuser Efficiency:
d 
h02s  ha 
h02  ha 
– Compressor
Efficiency:
c 
h03s  h02 
h03  h02 
7
– Turbine Efficiency: 7s

t 
h04  h05 
h04  h05s 
7 March 2019 Lecture by Asst. Prof. NAEEM 13
 Real Turbojet without A/B
• Define efficiencies:
– Mechanical Efficiency
of Turbine: W
 M  c
Wt
– Burner Efficiency:
QR actual
b 
QR ideal
– Nozzle Efficiency : 7

h  h 
 n  06 7
7s

h06  h7 s 

7 March 2019 Lecture by Asst. Prof. NAEEM 14

 Real Turbojet
• Burner efficiency:
– It is the fraction of chemical energy of the fuel that is
released in the combustor.

• Range of Efficiencies:
Depends strongly on flight Mach

and

7 March 2019 Lecture by Asst. Prof. NAEEM 15

 Real Turbojet
• Thermodynamic Analysis is performed to
establish as to how overall engine performance
depends upon the individual component
performance.
• It involves evaluation of stagnation properties
(Maximum pressure ratio and Temperature) across
each component of the engine.
• We target to find out:
• Amount of thrust per unit air mass flow rate
• Fuel consumption per unit thrust

7 March 2019 Lecture by Asst. Prof. NAEEM 16

 Real Turbojet
• For fully expanded nozzle, thrust per unit air mass flow
rate (specific thrust) is:

• The thrust specific fuel consumption (TSFC) is given by:

Fuel - air ratio

Specific thrust
• We need to determine:
– Fuel-air ratio (f)
– Flow exhaust velocity (ue)
• Our Target: (i) Thrust, (ii) TSFC
7 March 2019 Lecture by Asst. Prof. NAEEM 17
 Real Turbojet

• Schematic of a turbojet engine is shown.

• We shall analyze all component to
determine stagnation temperature and
stagnation pressure across each.
7 March 2019 Lecture by Asst. Prof. NAEEM 18
 Real Turbojet
• Compressor Inlet Conditions:

d 
h02s  ha   T02s  Ta 
• With known diffuser efficiency : h02  ha  T02  Ta 

7 March 2019 Lecture by Asst. Prof. NAEEM 19

 Real Turbojet
• Compressor Outlet Conditions:
For known Compressor pressure ratio: prc = p03/p02:

The stagnation temperature:

c 
h03s  h02 
Here: is compressor efficiency
h03  h02 
and
c = cold flow specific heat ratio

7 March 2019 Lecture by Asst. Prof. NAEEM 20

 Real Turbojet
• Burner fuel-air Ratio:
For known burner outlet temperature (T04), the energy
balance across combustion chamber reveals :

• Turbine inlet pressure:

Given the pressure ratio
(p04/p03) across the burner,
we find:

7 March 2019 Lecture by Asst. Prof. NAEEM 21

 Quick Review
• For thermodynamics analysis of a simple turbojet
engine, we have developed the following:
• At compressor inlet:

• At compressor outlet:

• Burner:
– Fuel air ratio:

– Pressure ratio:

7 March 2019 Lecture by Asst. Prof. NAEEM 22

 Real Turbojet
• Turbine outlet conditions:
Turbine supplies power to drive compressor.
For adiabatic steady flow across both the devices:

or

Note that:
mt ≠ mc and also cpc ≠ cpt
However for simplicity, we may
approximate:

7 March 2019 Lecture by Asst. Prof. NAEEM 23

 Real Turbojet
• Turbine outlet conditions:
If

We may write:

For known turbine efficiency we

can find p05:

Where t =(hot flow) is the specific heat

ratio of flow across turbine.

7 March 2019 Lecture by Asst. Prof. NAEEM 24

 Real Turbojet
• Nozzle Inlet Conditions: (we consider only the
convergent nozzle)
If after burner is not installed, we have:

• Nozzle Exit Velocity:

u2
Since: h0  h 
2 h  h 
and nozzle efficiency  n  06 7
h06  h7 s 
The nozzle exit velocity is
obtained from:

7 March 2019 Lecture by Asst. Prof. NAEEM 25

 Real Turbojet
Un-choked Nozzle (convergent):
Note that for steady adiabatic flow across nozzle:
and
As long as the nozzle is
unchoked, the flow exit velocity
can also be obtained by:

Warning: Valid only for un-choked nozzle!

After having calculated f and ue,

engine thrust and TSFC can easily be
obtained from relevant relationships.
7 March 2019 Lecture by Asst. Prof. NAEEM 26
 Real Turbojet
Choked Nozzle (convergent):
Consider T-s diagram across nozzle (6-7):
Define nozzle efficiency:
n 
T06  T7  or T06  T7    n T06  T7 s 
T06  T7 s 
 1
 
 T7 s    P7   
T06  T7   nT06 1    nT06 1    
 T06    P06  
 
 1
 
  1  
T06  T7   nT06 1     …(1)
  P06 P7  
  u72
Also by definition: T06  T7   …(2)
2c p
Eq (1) and (2) are equivalent of each other for T06 = T07
7 March 2019 Lecture by Asst. Prof. NAEEM 27
 Real Turbojet
Choked Nozzle (convergent):
Note that:
• For pressure ratio upto the critical
value, p7 = pa
• Above the critical pressure ratio:
• Nozzle is choked
• p7 = pc= p* (critical pressure) &
• p7 > pa
• Me = M* = 1 and Te = T*
• ue = (RTe)½
p06 p06
Criterion for Choking:  i.e. pc  pa
pa pc
7 March 2019 Lecture by Asst. Prof. NAEEM 28
 Real Turbojet
Choked Nozzle: Evaluation of Critical Pressure Ratio
• The critical pressure ratio is (p06/pc) is the pressure
ratio (p06/p7) that yields M7 = 1.
• The critical temperature ratio (T06/Tc) is same for both
isentropic and irreversible adiabatic flow since for no
work transfer T06= T07.
T06 T07  u72     1 2 
Thus:   1    1  M7 
T7 T7  2c pT7   2 
T06    1
for M7 = 1, i.e. choked nozzle   …(3)
Tc  2 
 2 
Thus: Tc    T06 (Static temperature at choked nozzle exit)
   1
7 March 2019 Lecture by Asst. Prof. NAEEM 29
 Real Turbojet
Choked Nozzle: (P7 = Pe = Pc= P*)
• With choked nozzle value of n
yields Tcs which is the temperature
reached after an isentropic
expansion to real critical pressure pc.
• Hence pc is given by:

 Tcs   1
Pc  P06  
 T06 
n 
T06  T7 
• From the definition of nozzle efficiency:
T06  T7 s 
• Since for choked nozzle, T7 = Tc

Tcs  T06  T06  Tc 

1
• Thus:
n
7 March 2019 Lecture by Asst. Prof. NAEEM 30
 Real Turbojet
Choked Nozzle: T-s Diagram
• From the following two equations:

 Tcs   1
Pc  P06  
 T06 
and T  T 
1
T06  Tc 
n
cs 06

• Pc is obtained as: 
 1  Tc   1
Pc  P06 1  1   …(4)
  n  T06 

• Also we had: T06    1

 …(3)
Tc  2 
7 March 2019 Lecture by Asst. Prof. NAEEM 31
 Real Turbojet Consider:

Choked Nozzle: Critical Pressure Ratio T06    1

 (3)
Tc  2 
Putting eq (3) in (4), we obtain the  1  T 

 1
Pc  P06 1  1  c 
critical pressure ratio:   n  T06 
(4)

P06 1
 
Pc
 1    1   1
1   
  n    1 

Nozzle is choked if:

p06 p06

pa pc
7 March 2019 Lecture by Asst. Prof. NAEEM 32
 Real Turbojet
Choked Nozzle: Critical Conditions
Once the choking of the nozzle is
established, flow static properties at
nozzle exit are obtained as follows:
 2 
Tc   T06
  1
Pc
and Pe  Pc   P06
P06
For pressure thrust, nozzle exit area is obtained using
continuity: m p
Ae  A7  where c  c
 c ue RTc
7 March 2019 Lecture by Asst. Prof. NAEEM 33
Real Turbojet without AB & Choked
Nozzle

Pe

7 March 2019 Lecture by Asst. Prof. NAEEM 34

 Real Turbojet
Thermal and Propulsive Efficiencies

M = 2 and Tmax = 1700 K M = 3 and Tmax = 1700 K

7 March 2019 Lecture by Asst. Prof. NAEEM 35

 Real Turbojet: Thrust and
Fuel Consumption
Page 174 (text)

Mach = 0.0 Mach = 0.85

7 March 2019 Lecture by Asst. Prof. NAEEM 36

 Real Turbojet: Thrust and
Fuel Consumption (M=2)
Page 175 (text)

Mach = 2.0 Mach = 3.0

7 March 2019 Lecture by Asst. Prof. NAEEM 37