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IDEALIZED CYCLE ANALYSIS

OF JET PROPULSION ENGINES
HAVACILIK VE UZAY
1973 BİLİMLERİ FAKÜLTESİ
Aerospace Engineering AE308 Propulsion
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GENERAL JET ENGINE CYCLE
nozzle, segment 5-6-7.
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From previous lectures,

it was found Gross thrust
in terms of exit Mach number
This format normalize the gross thrust by the

nozzle exit area so that the result is independent of
engine size and completlty dependent on nozzle
performance.
Ram drag
The net thrust normalized to the nozzle exit area

This format shows that the net thrust depends
upon both the nozzle and the inlet
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Schematic diagram of typical turbojet engine showing major

components and the standard numbering
scheme for engine stations
The segment 1-2 : Inlet

Compressor, segment 2-3
Combustor, segment 3-4
Turbine, segment 4-5
Nozzle, segment 5-6-7
Exits at station 7: Pressure near or
equal to the ambient pressure p0
Station 6: is the minimum section, or
throat
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H-S diagram
for a turbojet in subsonic flight, M0 < 1
Schematic plot of the Brayton-like cycle of an ideal jet engine
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Generic turbojet cycle diagram

for subsonic flight, M0 < 1.
• In subsonic flight the pressure at station 1 is always lower

than the free stream pressure P0 because the stream tube area
usually decreases as it enters the inlet at station 1. p1 < p0 ; M0<1
• In supersonic flight the pressure at station 1 is always greater
than the free stream pressure because of shock wave in and around
the inlet lip, that is, p1 > p0 when M0 > 1 entropy increases
• Entropy increases, signifying losses in those components

• End at station 7 with p7 = p0
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IDEAL JET ENGINE CYCLE ANALYSIS

• In order to appreciate the contribution of the
engine components to overall performance
let us consider an idealized jet engine cycle
• all the compression and expansion processes
are considered to be isentropic
• consider the thermodynamic properties cp
and  to be constant
• fuel weight flow negligible
• The gas processed by the engine is thus
considered to be pure air
with c Idealized turbojet cycle in which all the
Cp=1.00kJ/kgK, =1.40, and molecular weight compression and expansion processes are
W=28.96kg/kgmol. considered to be isentropic
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IDEAL TURBOJET IN MAXIMUM POWER

TAKEOFF
• strongly influenced by takeoff considerations because this represents
the maximum weight condition.
• thermal limitations on turbine materials.
• Current engines operate in the range 1200K < Tt,4 < 1700K.
• Take-off: at standard day sea level conditions, that is, altitude z=0,
pressure p0=101.3kPa, temperature T0=288K, and speed of sound
a0=340.3m/s.
• The typical takeoff flight condition is taken here as M0 = 0 ( V0 = 0 ),
also called the static thrust condition
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IDEAL TURBOJET IN MAXIMUM POWER TAKEOFF:

3.4.1 INLET FLOW, STATIONS 0-2
• Stagnation values of pressure and temperature delivered to the
compressor face are equal to those in the free stream
The isentropic flow relations are as follows
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3.4.2 COMPRESSOR FLOW, STATIONS 2-3
• The compressor provides an increase in stagnation

pressure from the inlet value determined by the
compressor pressure ratio Pt3/Pt2
• Current engines operate in the range 5<Pt3/Pt2 <40
• isentropic compression
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3.4.3 COMBUSTOR FLOW, STATIONS 3-4
• Heat addition, energy equation in terms of
stagnation temperature to obtain
• The quantity Qf is the heating value of the fuel;

• for Jet A fuel , Qf = 43.4MJ=kg
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• For etab = 1; and Cp=1,0 Kj/kgk
• f/a in the following table
• Higher compressor ration the lower the fuel-air ratio

required.
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3.4.4 TURBINE FLOW, STATIONS 4-5
• The turbine power must equal the compressor power
• The turbine exit stagnation temperature may be found from the

isentropic relation
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3.4.5 NOZZLE FLOW, STATIONS 5-7
• The nozzle considered for takeoff will be of the simple converging duct
type so that stations 6 and 7 are coincident.
• The minimum section, or throat, is the exit of the nozzle M7 = M6 <= 1
• The maximum thrust for such a nozzle will be developed when the exit
station is choked, that is, M7 = 1
• stagnation pressure is constant throughout the nozzle, pt,5 = pt,6 =pt,7
• The pressure at the exit station p7 may be found using the isentropic flow
relation with the condition M7=1
The ratio of the exit pressure to free stream pressure P7/P0>1

indicating that the jet
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• The ratio of the exit pressure to free stream pressure P7/P0>1 indicating
that the jet exhaust is always under-expanded under the take-off
conditions.
• A variable area diverging section between station 6 and 7 would permit the
exhaust nozzle to get closer to matched conditions,
• Therefore greater thrust, but weight and complexity of the nozzle would
increase, the exit flow would be supersonic, and jet noise would be greater.
• Such converging diverging nozzels are used on supersonic aircraft.
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3.4.6 TURBOJET THRUST AND FUEL EFFICIENCY IN TAKEOFF
• The net thrust
• The mass conservation equation requires that
• Then the specific thrust may be written as
• Units of velocity
• Gives a useful view of the net thrust produced per unit mass flow of air passing through the engine without specifying the size of the engine
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IDEAL TURBOJET IN MAXIMUM POWER TAKEOFF: 3.4.6

TURBOJET THRUST AND FUEL EFFICIENCY IN TAKEOFF
For a fixed value of Tt,4 the specific thrust

shows a maximum in the pressure ratio range
of between 10 and 15, and this is related to
the magnitude of the nozzle exit pressure P7
which increases more rapidly than V7
decreased in this range.
Specific thrust as a function of compressor pressure ratio

and turbine inlet stagnation temperature for
an ideal turbojet (TJ) in takeoff
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a mass flow: 80.7 kg/s

Pratt & Whitney J57 Turbojet (from Pratt & Whitney Classic a turbine inlet temperature of 1140 K
Engines) Thurst= 45–80 kN Fn/m = 730 m/s ➔ 60 KN
Installed for:
American F-100 Super Sabre , the first of the USAF fighter
aircraft to M>1
Boeing 707 and Douglas DC-8 commercial airliners
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• The specific fuel consumption
Specific fuel consumption as a

function of compressor pressure ratio
and turbine inlet stagnation
temperature for an ideal turbojet (TJ)
in takeoff
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IDEAL TURBOJET IN HIGH SUBSONIC CRUISE IN THE STRATOSPHERE:
• The basic cruise state considered here is standard day stratospheric

conditions,
• Altitude z = 10km,
• Pressure P0 = 26.5kPa,
• Temperature T0 = 223K, and speed of sound a0 = 300m/s.
• The typical cruise flight condition is taken here as M0 = 0.80 (V0
=240m/s)
• Though current aircraft cruise in the range 0.75 < M0 < 0.85.
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• Since it is subsonic, isentropic,
[mach, T, P, rho, area] = flowisentropic(1.4, 0.8, 'mach')
mach = 0.8000
T = 0.8865
P = 0.6560
rho = 0.7400
Pt,2= 26.5kPa/0.6560=40.39
Tt,2=223/0.8865=252
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pressure from the inlet value that is determined by
the compressor pressure ratio
• Added Q =Q from Fuel
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The nozzle considered for takeoff is of the simple converging duct type
so that stations 6 and 7 are coincident. The maximum thrust for such a
nozzle will be developed when the exit station is choked, that is, M7
=1. The nozzle is considered to operate ideally so that the stagnation
pressure is constant
Thus the pressure at the exit station P7 may be found using the
isentropic flow relation for M7=1
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• Note that because p0 = 40.4kPa at the cruise altitude,
• the ratio of exit pressure to free stream pressure p7/p0 > 1 indicating that the jet exhaust is always under
expanded under the cruise conditions.
• A variable area diverging section between stations 6 and 7 would permit the exhaust nozzle to expand the
flow further to supersonic exit Mach numbers and thereby get closer to matched conditions, and therefore
greater thrust.
• This approach is used by military aircraft to reach higher flight speeds, but such variable geometry devices add
greatly to the engine cost, weight, and serviceability and therefore are not used on subsonic airliners.
• If the nozzle were of variable area so that A7 could be increased over A6 and thereby accelerate the nozzle
flow to lower pressures such that a matched condition, p7 = p0, could be achieved, the nozzle exit Mach
number, temperature, and velocity would change.
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• Since it is subsonic, isentropic,

pressure from the inlet value that is determined by
the compressor pressure ratio

The nozzle is considered to operate ideally so that the stagnation
pressure is constant
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3.6 IDEAL TURBOJET IN SUPERSONIC CRUISE IN

THE STRATOSPHERE
• Concorde supersonic airplane which entered service in 1976.
• Military aircraft had been able to fly supersonically since the 1950s, but
the Concorde was to cruise supersonically over long ranges.
• The Concorde would cruise at Mach 2 at higher altitudes than subsonic
airliners, around z=15km.
• The ability of the Concorde to fly across the Atlantic in about 3 h
ushered in a wave of interest in supersonic commercial airplanes.
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THE STRATOSPHERE
• Though substantial effort was placed on keeping aerodynamic drag down at these
supersonic speeds, there was also a requirement for reliable high thrust engines
and turbojets outfitted with afterburners
filled that need.
• As mentioned in the previous sections, current engines operate in the range of
turbine inlet temperatures 1200K <Tt4 < 1700K although materials and cooling
techniques permitting higher temperatures are constantly being sought.
• The basic cruise state is standard day stratospheric conditions, that is, altitude
z=15km, pressure p0 = 12.1kPa, temperature T0 = 217K, and speed of sound
a0=295m/s.
• The typical cruise flight condition is taken here as M0=2 (V0=590m=s).
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THE STRATOSPHERE (Inlet Flow, Station 0-2)
• Although the flight Mach number is supersonic, the inlet of the ideal turbojet is still considered to
operate isentropically so that the stagnation values of pressure and temperature delivered to the
compressor face are equal to those in the free stream, that is,
• Pt,2 = Pt,0 and Tt,2 =Tt,0.
• for the given supersonic cruise conditions, the stagnation conditions at station 2
are readily calculated to be
• Pt,2 =Pt,0 =94:7kPa and
• Tt,2 =Tt,0 = 391K.
• We will see later that a well-designed inlet can deliver a pressure recovery of more
than 90% at M0=2.
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AE308 Aerospace Propulsion
1. Introduction to propulsion systems.
2. Reciprocating engines.
3. Propeller Theory.
4. Aerothermodynamics of ideal airbreathing propulsion systems

(turbojet, turbofan, turboprop, turboshaft, ramjet, scramjet).
5. Mixtures, Combustion, Equilibrium and Dissociation.
6. Rocket Engines.
7. Aerothermodynamic performance of aircraft engines.
AE308 Aerospace Propulsion

8- Non-ideal cycle analysis of turbojet, turbofan and turboprop engines.
9- Performance characteristics of axial and radial compressors and turbines.
10-Performance of non-rotating components: inlets, nozzles and combustion chambers.
11- Matching of compressors and turbines.
1
AE308 Aerospace Propulsion 4
an idealized flow machine

Ae
A0
V0 Ve
p0
T0 pe=p0
Te
• Steady, quasi-one-dimensional flow
• Entrance and exit stations are pressure matched
• No heat transfer across control volume
• Friction outside the flow machine is negligible
• Mass injected into the stream is negligible
Theory of Aerospace Propulsion 5
2
quasi-1-d conservation equations
Mass − 0 A0V0 + e AeVe = 0
m = 0 A0V0 = e AeVe = const
Momentum
( − 0 A0V0 )V0 + ( e AeVe )Ve = F
F = m (Ve − V0 ) = net force on fluid
 
m ( he − h0 ) + (Ve2 − V02 )  = mQ + P
1
Energy
 2 
zero heat addition, DQ=0

 
m ( he − h0 ) + (Ve2 − V02 )  = P
1
 2 
he  h0 because no heat is added to the flow
1
m (Ve + V0 )(Ve − V0 ) = FVavg = P
2
Force on P Power added P>0: thrust on machine
fluid
F= Power removed P<0: drag on machine
Vavg
FV0
p = Propulsive= Useful power
Actual power
FVavg efficiency
3
propeller
Motor=
propeller blade (a) Reciprocating
piston engine
motor (b) Electric motor

housing (c) Gas turbine
V0
motor engine
0 1 e
DQ=0 and P>0: piston-engine props
The North American Aviation P-51 Mustang is an

American long-range, single-seat fighter and fighter-bomber used during World
War II and the Korean War, among other conflicts. The Mustang was designed in
1940 by North American Aviation (NAA) in response to a requirement of the British
Purchasing Commission.
9
Theory of Aerospace Propulsion
4
DQ=0 and P>0: turboprops
A modern large turboprop engine
The Europrop International

TP400-D6 is a collaborative
engine between Rolls-Royce,
MTU, Snecma and ITP.
Power range in excess of
11,000shp TP400-D6 is the most
powerful Western turboprop
ever
Application: Airbus Military
A400M
http://defence.rolls-royce.com/most-powerful-turboprop-engines/
5
fans and turbines
Example of DQ=0 with Example of DQ=0 with
P>0: Fans P<0: Turbines
Cincinnati Fan GE 1.5 MW wind turbine farm in Gatun,

tube axial fan Spain
turbopumps
Example of DQ=0 with P>0:
Turbopumps
Even though Pratt & Whitney
Rocketdyne's SSME weighs
one-seventh as much as a
locomotive engine, its high-
pressure fuel pump alone
delivers as much horsepower
as 28 locomotives, while its
high-pressure oxidizer pump
delivers the equivalent
horsepower for 11 more.
6
propeller operation
The propeller is speed-limited: F/P =1/Vavg < 1/Vo
0.05
V0/Ve
0.04 0.9
0.03 0.6
F/P
(kN/kW) 0.3
0.02
0.01
0
0 50 100 150 200 250
V0 (m/s)
propulsive efficiency
Propeller propulsive efficiency is high for Ve/Vo~1
1
0.8
0.6
p
0.4
0.2
0
0 0.2 0.4 0.6 0.8 1
V0/Ve
Propulsive efficiency p=V0/Vavg = 2/(1+Ve/V0)

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constant DQ but no net power: P=0
Energy eq.
Thrust
Overall
efficiency
turbojet
fuel lines
inlet
combustor
compressor
nozzle
combustor
turbine
1 2 3 4 5 6,7
8
turbojet with afterburner
fuel lines
inlet
afterburner
combustor
nozzle
combustor
1 2 3 4 5 5AB 6 7
DQ>0 but P=0: the turbojet engine

Pratt & Whitney J57 turbojet. World's first jet engine to develop 10,000
lbs. thrust. Powers F-100 to supersonic flight.
9
ramjet
fuel lines
inlet
combustor
nozzle
combustor
1 2, 3 4, 5 6,7
DQ>0 with P=0: the ramjet

Marquardt RJ43-MA-20-B4 Ramjet powered the unmanned 42 ft long D-
21 (M=3, 90kft) after launching from an SR-71aircraft
10
early problems with jet aircraft
Performance characteristics of early jet fighters were
different than those of propeller-driven aircraft with
reciprocating engines
Differences were due to the manner in which the thrust

and power of turbojet engines vary with speed.
Reciprocating engines generate the same amount of

power at takeoff as at high speeds, whereas the turbojet
at the same altitude has nearly the same thrust at both
high and low speeds.
turbojets are weakly speed-limited

0.03
prop takeoff
0.025
jet takeoff
0.02
1/Vavg
0.015
(s/m) jet max
0.01
0.005 prop max
0
0 50 100 150 200 250 300
V0 m/s)
F ~ 1/Vavg = 2/(Ve+V0); Propeller has Ve~V0 so F~1/V0

Turbojet has Ve~2.5V0,max so thrust decay is much slower
11
jet vs. propeller comparison
Acceleration of the jet on takeoff will be low and takeoff
distance long (subscript denotes 25mph)
Characteristic Propeller Jet

P25 1600 167
P410 1600 2740
F25 7200 2500
F410 1168 2500
(F/W)25 0.75 0.25
(F/W)410 0.12 0.25
For the same drag area, the jet would be much faster than
the propeller-driven aircraft. (subscript denotes 410mph)
specific fuel consumption
Specific fuel consumption is the amount of fuel consumed by a

vehicle for each unit of power output.
A vehicle's specific fuel consumption is more or less

independent from its nitrogen oxide emissions per kilometer.
The specific fuel consumption of an engine is the rate of fuel

burnt to produce a unit of thrust.
12
specific fuel consumption
Specific fuel consumption: “mass of fuel burned per hour for
each unit of thrust produced” Specific energy
content of the fuel
13
specific fuel consumption (SI units)
0.18
M=1
0.15
0.12
cj
0.09
(kg/hr/N)
0.06
subsonic turbojets supersonic turbojets
0.03
0
0 100 200 300 400 500 600
V0 (m/s)
specific fuel consumption (English units)
2
M=1
1.5
cj
1
(lbm/hr/lb)
0.5 subsonic turbojets supersonic turbojets
0
0 500 1000 1500 2000
V0 (ft/s)
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early jet-propeller combination
Ryan Fireball FR-1 jet-propeller fighter
Leading edge
inlets
F=1600 lbs
modern jet-propeller: the turbofan

The special case of combined heat and power addition: the turbofan
hot flow
Energy cold flow
 
m ( he − h0 ) + (Ve2 − V02 )  = mQ + P
1
 2 
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the turbofan engine
fan
cowling
fan flow
fan flow cold flow
combustor
core flow nozzle hot flow

combustor
cold
fan flow fuel line flow
fan
1 2 2.5 3 3F 4 5 6,7
the turbofan advantage
Bypass ratio
Cold stream
Hot stream
Fuel to air Ratio

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turbofan specific fuel consumption
bsfc = power-based specific

fuel consumption of the fan,
typically 0.5lbm/hp/hr
the turbofan advantage
Using practical numbers we see that (sfc)c /(sfc)h <1 for

the turbofan, where b>1. Therefore the specific fuel
consumption is always less than that of the turbojet
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low bypass turbofan engine
Pratt & Whitney's first F100 military engine flew on July 27, 1972, on a
twin-engine F-15 Eagle. It also powered the F-16 Fighting Falcon.
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high bypass turbofan engine

GE's commercial engines of the 1970s built on the technology of the
TF39 military engine of the 1960s. By the 1980s, the CF6 family of
engines was powering wide-body aircraft, including the Boeing 747 and
767
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Genx Engine TurboFan
TF39 up close with GE Tuarbofan Engine
20
Rolls Royce Trent 700 TurboFan Engine - Explainer
Airbus Beluga A300-600ST - Takeoff at Hamburg Finkenwerder!

Turbofan installed on it
21
Rockets
The special case of Ao=0; the rocket
Ae
A0=0 nozzle
fuel at h=hi
V0 Ve
oxidizer at hi
0 e
combustion chamber
rocket engine equations

Vo
If A0=0 then m0=0 and the Ve

force on the fluid is
The energy equation may be rearranged to provide an equation for

the force as a function of the heat addition
FV0 V0 waste
propulsive efficiency p = = heat
FVe Ve
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specific impulse
t
 Fdt F 𝑁𝑠
𝑚
𝑘𝑔. 2 𝑠 𝑚
𝑠
I sp = 0
 = =
t
m 𝑘𝑔 𝑘𝑔 𝑠
 mdt
𝑠 𝑠
𝑠 𝑠
o
Airbreathing engines Rocket engines

( f a )bQ f th I sp = Ve
I sp =
Vavg
Isp is measured in units of velocity but is often given in units of time

by dividing through by g, the acceleration of gravity
𝑚
𝐼𝑠𝑝 𝑠 =𝑠
𝐼𝑠𝑝 = =𝑚
𝑔
𝑠2
specific impulse comparison

Airbreathing engines vs. rocket engines
20000
M=5 M=10
16000
12000 LH2/Air
Isp
(m/s) HC/Air
8000
LH2/LOX
4000
RP-1/LOX
0
0 1000 2000 3000 4000
V0(m/s)
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liquid-fueled rocket engine
Designed for the Boeing Delta
IV family launch vehicles, the
Rocketdyne bell-nozzle RS-68
is a LH2-LO2 booster engine
Thrust Level: 745,000 lbf

Weight: 14,560 lb
Mixture Ratio:6.06
Isp:410 sec
Chamber Pressure pc =1410 psia
Expansion Ratio e=21.5
RS-25: Space Shuttle Main Engine test firing
Propellant Liquid oxygen / Liquid hydrogen

Cycle Staged combustion
Configuration
[1]
Nozzle ratio 69:1
Performance
[1]
Thrust (vac.) 512,300 lbf (2,279 kN)
[1]
Thrust (SL) 418,000 lbf (1,860 kN)
[2]
Thrust-to-weight ratio 73.1
[1]
Chamber pressure 2,994 psi (20.64 MPa)
[1]
Isp (vac.) 452.3 seconds (4.436 km/s)
[1]
Isp (SL) 366 seconds (3.59 km/s)
Dimensions
Length 168 inches (4.3 m)
Diameter 96 inches (2.4 m)
Dry weight 7,775 pounds (3,527 kg)
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solid propellant rocket
Space Shuttle
solid rocket
booster motor
(SRBM)
produces 2.65
million pounds
of thrust
space propulsion systems with DQ>0

nuclear 50% greater Isp
thermal (a)
use a low molecular
nuclear weight gas like
rocket propellant nozzle
reactor hydrogen which will
tank produce the highest
(NTP) specific impulse Isp
produce thrust in the

(b)
range of 5 mN to about
electric propellant nozzle 0.5 N (10-3 to 10-1 lb).
resistojet tank resistance heater
(c) Capable of thrust

propellant nozzle levels of 50 mN to 5
electric tank N(10-2 to 1 lb)
electric arc
arcjet
25
space propulsion with electric acceleration
magnetoplasmadynamic (MPD) ion electron
accelerator emitter
Electrostatic ion propellant ion generator

rocket tank
cesium (a)
Isp=20000-60000 m/s
Isp=Ve/g=2000-6000 s ions accelerated by an electrostatic field
the mass flow of ions is quite small so that thrust is only in the range of
electric arc nozzle
jxB force
Magneto-
plasmadynamic propellant plasma
(MPD) rocket tank
The specific impulse

Isp=V can be around 20,000 m/s or Isp=Ve/g=2000 s
e
(b)
magnetic field coil
However, the mass flow of plasma can be substantial and the thrust might be in the range of 25–200 N (5–40 lb) 52
Comparative fuel efficiencies of different

propulsion systems
26
force field for airbreathing engines
Ae
A0
Ve
V0 mf me=mf + m0
p0 pe=p0
T0 Te
0 1 7 e
force field on the control volume

Momentum principle to a control volume from 0 to 7
F is the force exerted on the

1
fluid by the external flow
F2 is the force exerted on the

fluid by the walls of the
nacelle
Momentum Flux = resultant force
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force field on the structure
force field on the structure
F: force exerted
on the nacelle Drag
by the aircraft F4 is the force
through the exerted on the
pylon. outside of the
nacelle by the
external stream.
F2 is the force exerted
by the fluid on the
inside of the nacelle,
Equilibrium σ 𝐹𝑥 = 0 →+ Positive direction
𝐹 − 𝐹2 + 𝐹4 = 0
𝐹 = 𝐹2 − 𝐹4
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Grouping the forces
F is the force exerted on
1
Momentum Flux = resultant force
the fluid by the external
flow
F2 is the force exerted on the
𝐹 = 𝐹2 − 𝐹4 fluid by the walls of the
nacelle
pdAs
pdA
A A+dA
thrust and drag components

Net thrust = gross thrust – ram drag
 w + wf  w
Fn =  0 V7 + ( p7 − p0 ) A7  − 0 V0
 g  g
Nacelle drag A1
D = p0 ( A0 − A7 ) + F1 + F4
F1 =  pdA
A0
A7
Additive, or inlet, drag

F4 =  pdA + D
A1
f
Friction force
Pressure force
A1 A7
D=  ( p − p )dA +  ( p − p ) dA + D
A0
0
A1
0 f
29
Thrust components
For preliminary studies it is generally assumed that wf/w0<<1
For airbreathing engines wf/w0~2%
Fn = m (Veff − V0 )  m0 (Veff − V0 )
A7
Veff = V7 + ( p7 − p0 )
m0
Consider the gross thrust and ram drag:
Fg = ( m0 + mf )V7 + ( p7 − p0 ) A  A7  p7 (1+  7 M72 ) − p0 

Fr = m0V0 =  0 p0 A0 M02
the nozzle as an energy transformer

A nozzle can transform internal energy to kinetic energy. Consider a
point on the exit plane, that is, station 7
 h   T 
V7 = 2ht ,7 1 − 7   2cp,7Tt ,7 1 − 7 
 h   T 
 t ,7   t ,7 
 7 −1
T7  p7  7
= 
Tt ,7  pt ,7 
V7
 7 −1
 
  7
V7 = 2c p ,7Tt ,7 1 −  7  
p
p  7
  t ,7  
30
total pressure ratio in the engine

For a matched nozzle, i.e., one where p7=p0, we have
 7 −1
 
  7
V7 = 2c p ,7Tt ,7 1 −  0 t ,0  
p p
p p 
  t ,0 t ,7  
pt ,0 pt ,0 pt ,2 pt ,3 pt ,4 pt ,5
=
pt ,7 pt ,2 pt ,3 pt ,4 pt ,5 pt ,7
Nozzle pressure recovery
Turbine work removal
Combustor pressure recovery
Compressor work input
Inlet pressure recovery
31
Mach angle and the zone of silence
m
(M2-1)1/2
Sound source 1 sound waves
moving M>1
supersonically
Sound source moving

sonically sound waves
M=1
Mach angle
m=arcsin(1/M)
nozzle types & related exit flow

Mach lines No real
m<90o m=90o Mach lines
M7>1 M7=1 M7<1
Supersonic exhaust Subsonic exhaust
Exit flow can support pressure mismatch Exit must be

because external pressure information can’t pressure matched
get inside nozzle because pressure is
felt everywhere
32
net thrust as a function of V7
7 7
maximum thrust
Fn
saddle point
p7=p0
M7>1
0
V0 V7=a7 V7
Exit flow Exit flow

subsonic supersonic
interpretation of maximum thrust

Thrust loss – pressure too low
Nozzle
wall Thrust loss - high pressure
contribution lost
Dlong
p0
correct length – pressure Dshort p0

pressure
matched
pressure along nozzle wall
67
33
Example: Pratt & Whitney J58 jet engine for the SR-71
8,000gal/hr of JP-7 (F/O=0.034) with Fg,=34,000lbs @200kts, M7=1
and TET=1,580F=Tt,7
(a)Veff=Fg/mf(1+O/F)= 2,400fps
(b)Fn=Fg-m0V0=29,400lbs
(c) cj =mf/Fn=8,000(6.76lbm/gal)/29,400=1.84lbm/hr/lb
(d)A0=m0/r0V0=17.4 ft2 (d1=4.7ft)
(e)Puseful=FnV0=14,750 hp (11MW)
(f) T7=Tt,7[1-(7 -1)M72/2]-1 =2,040R(0.86) =1,750R (use 7=1.33)
(g)V7=a7=(7RT7)1/2=2,000fps
(h)A7=[m(1+7)(RT/7)1/2]7/p0 – Fg/p0 and A7=7.36ft2 (d7=3.1ft)
(i) p7=(Fg/A7+p0)/(1+7M72)=1.37p0
Example: The German A-4 Rocket (V-2)
The V-2 burned about 8000kg of propellant (LOX

and Alcohol, O/F=1.3) in 65s with Ve =2000m/s with
a matched nozzle. Find:
(a) F=mVe =(8000kg/65s)(2000m/s)=246kN (or
55.3klbs),
(b) P=V0F= 0 on the pad and 492e6KNm/s (492MW
or 660,000hp) at 2km/s,
(c) Isp=F/mg=246kN/(8000kg/65s)(9.81m/s2) =203s,
b=1
(d)o=FV0/wfhbQf=FV0/{(m/[1+O/F])bQf}=
(492MNm/s)/{123kg/s(1)(27.2MJ/kg)/(2.3)}= 33.8%
34
Analysis of propulsion system components
• Equations for flow through a combustor under the

steady quasi-one-dimensional approximation
• Applications extend to other propulsion subsystems,
such as, nozzles, inlets, and turbomachinery
cascades.
• The equations are simple to deal with, yet they are
commonly acknowledged to be reasonably accurate
• The equation set is particularly useful for preliminary
design purposes.
Q-1D flow theory accounts for:
• Changes in combustor cross-sectional area

• Chemical reactions
• Variations in gas molecular weight and specific heat
• Exchange of heat with the surroundings
• Drag caused by internal bodies or solid particles in
the flow
• Losses due to friction on the combustor walls
1
equation of state
Perfect gas equation
 RuT dp d  dT dW
p= = + −
W p  T W
Ru: Universal gas constant is 8.314 J / mol. K
W: molecular weight for air: 28.97 g/mol

for O : 16 g/mol
H: 1 g/mol
2
3
4
5
Isentropic Relation:
speed of sound
 p     RT
a2 =   =  ( C   ) = u
  s    W
Ru: universal gas constant is 8.314 J / mol. K
W: molecular weight for air: 28.97 g/mol

for O : 16 g/mol
H: 1 g/mol
da 1  d  dT dW 
=  + − 
a 2  T W 
6
Mach number
V
M=
a
dM 2 dV 2 dW d dT
= 2 + − −
M 2
V W  T
r
Mass conservation
z
 V  ndA
A
ˆ =  V dA =0
A
n Vn
A(z)
In differential form for axisymmetric flow this becomes

 
(  rVr ) + (  rVz ) = 0
r z
Integrating over the area A(z)=p[rw(z)] 2 leads to:
rw ( z )
    drw Vr ,w 
2
z  0
Vz rdr  − Vz ,wrw 
  dz
− =0
Vz ,w 
mass flow Theory of Aerospace Propulsion 14
7
Mass conservation (continued)
Wall boundary condition

V Vr drw
drw Vr , w
= Vz
dz Vz , w dz
The mass conservation equation then reduces to
rw ( z )
   dm
2
z  0
Vz rdr  =
 dz
=0
mass conservation (concluded)
rw ( z )
m = 2 
0
Vz rdr = V  rw2 = const
dm d  dV dA
= + + =0
m  V A
8
Conservation of energy
Rate of heat transfer in across the boundary
 V2  Total energy
m ( dQ − dWk ) = m  dh + d 
change within
 2  boundary
Power taken out across the boundary
Heat input rate - Power output = Total energy change
m = mo + mf
N
h = Yi hi
Mass fraction of i =1
T
species i  hi = h +  c p ,i dT
0
Y = i f ,i
i
 Tr
defined as the energy per unit mass necessary to form the

species from the constituent atoms in its standard state at a
17
pressure of 1 atm and a reference temperature Tr = 298.16
conservation of energy (continued)

N N
Enthalpy change dh =  Yi dhi +  hi dYi
i =1 i =1
Mixture (fuel + oxidizer)
differential of species enthalpy dhi = c p ,i dT

N
Specific heat of mixture c p =  Yi c p ,i
i =1
temperature change composition change
N
Change in enthalpy of dh = c p dT +  hi dYi
mixture
i =1
18
Substituting dh into the energy yields
9
Conservation of energy (continued)
dQ − dWk − dH dT dV 2
= +
cpT T 2c pT
across the control within the control
Ru
surface volume
c p − cv =
W
N
dH =  hi dYi cp
i =1
=
cv
change in composition due to chemical reaction
conservation of energy (continued)

dQ − dWk − dH dT   −1  2 dV
2
= + M
cpT T  2  V2
General chemical reaction N N Book: n → C
among N species  Ci Ai →  Ci Ai
i =1 i =1
Ai : general chemical species
Example C’i : number of moles of species i in the reactants
C’’i : number of moles of products
Heat addition term
dH on a molar basis
C: number of moles of mixture
10
conservation of energy (concluded)
The heat of reaction of a chemical reaction is given by
at a given temperature and pressure
N  0 T  N  0 T 
H (T ) = Ci H f ,i +  C p,i dT  − Ci H f ,i +  C p,i dT 
 
i =1  Tr  i =1  Tr 
 ( C  − C  ) H
in terms of a finite chemical 1 N
composition change as follows H (T ) = i i i
CW i =1
C’i : number of moles of species i in the reactants
C’’i : number of moles of products
To determine the heat of W: molecular weight for air: 28.97 g/mol

for O : 16 g/mol H: 1 g/mol
reaction we must determine the

chemical composition of the
flow.
EXAMPLE: HEATING VALUES FOR DIFFERENT

FUEL-OXIDIZER COMBINATIONS
Pdf: 816 / 833
11
EXAMPLE: HEATING VALUES FOR DIFFERENT
FUEL-OXIDIZER COMBINATIONS
Paraffin hydrocarbons
Molecular Weight of Octan.

C8H18 : 8x12.011+1.008x18= 114.232 g/mol
12
Species conservation equation
i i+di
V di/dt V+dV
A A+dA
dz
The conservation of species equation is
i
− iVA + ( i + d i )(V + dV )( A + dA) = Adz
t
-(rate of species i into CV)+(rate of species i out of CV)=
rate of production of species i in CV
Species conservation (cont.)

i
Expanding and ignoring second-order infinitesimals yields
d ( i AV ) = AVd i + i d ( AV ) = Adz
t
Global mass conservation equation :
d (  AV ) = 0 = AVd  +  d ( AV )
i
d
AVd i − AV i Adz =
 t Change Mass fraction of
species i

VdYi = i dz
t
13
normalizing the species equation
introduce L and tc:
Characteristic time for
reaction to be completed
L
z
z  = = O (1)
L reaction
t t=0 t= completed
=
tc
1  i  1  i   f  f 
Characteristic residence time of a
= =
fluid particle, L/V
 
V  t       c
dz dz ' O
 c  Characteristic time for
reaction to be completed
species conservation (concluded)
Characteristic residence time of a

fluid particle, L/V
f  1 i 
dYi =   dz
c    
Characteristic time for reaction
to be completed
The quantity f /c is essentially the first Damkohler similarity
parameter for reacting flows the ratio of the characteristic residence time of a
fluid particle in the combustor to the characteristic
chemical reaction time
14
characteristic times
slow flow but fast reaction fast flow but slow reaction
f/c>>1 f/c<<1
fluid particles move slowly through reaction zone Fluid particles pass quickly through reaction zone
In the limit dYi is infinite because the Here dYi ~0 because the
reaction time goes to zero and the residence time is very brief
reaction proceeds instantaneously to the compared to the reaction
equilibrium composition pertinent to the time, no appreciable reaction
local temperature and pressure, and thus
occurs, and dH=0.
dH is determined by using the chemical
equilibrium conditions.
Damkohler number limits
For tf / tc>>1 the heat of reaction is
 ( C  − C  )
N
1
H (T ) = i i Hi
CW i =1 equil
For f/c~O(1) and neither of the limits is applicable the reaction in

the combustor is rate-controlled and the actual chemical kinetics
must be accounted for. This complicates the equation set and the
solution techniques required.
15
Conservation of momentum
 ( V  ˆ
n )
VdA =   F +
dF
 dA dA b
s
A  A
p p+dp
V dFz V+dV
(drag force on fluid)
wdAw (wall shear force on fluid)

isentropic shear stress
flow mdV =−Adp −wdAw − dFz
Conservation of momentum
Skin friction coefficient Hydraulic diameter
Relates wetted area to /cross-
w shear stress sectional area
Cf =
1
V 2 dAw dz
2
=4
A D
one-dimensional momentum equations
 
dp 1 dV 1  2
dz dFz 
+  M 2 2 +  M 2  4C f + =0
p 2 V 2 D 1
  pAM 
2
 2 
16
Equations in standard form
dA
A
dQ − dWk − dH
c pT
4C f dz dFz
Independent variables +
D 1
 pAM 2
2
dW
W
d

Equations in standard form (cont.)
dM 2 dV da dp dT d 
dependent variables: , , , , ,
M2 V a p T 
Typical equation from influence coefficient chart
dp   M 2  dA   M 2  dQ − dWk − dH
= − −
p 1 − M 2  A 1 − M 2  c pT
 
  M 2 1 + (  − 1) M 2    4C f dz dFz    M 2  dW
   + + 2
 2 (1 − M 2 )   D 1
 pAM  1 − M  W
2
 2 
17
influence coefficients: constant W and 
dA dQ − dWk − dH 4C f dz dFz
+
A cpT D 1
 pM 2 A
2
dM 2   −1 2  1+  M 2   −1 2 
1 + 2 M   M 2 1 + M 
M2 −2   1−  M 2  2 
 1− M 1− M 2
2

 
dT (  − 1) M 2
1−  M 2 − ( − 1)  M 4
T 1− M 2 1− M 2 2 (1 − M 2 )
d M2 −1 − M 2
 1− M 2 1− M 2 2 (1 − M 2 )
dp M2 − M 2 − M 2 1 + ( −1) M 2 
1− M 1− M 2 2 (1 − M 2 )
p 2
area change heat addition friction

Gas flow with simple area change
A(z)
z
  −1 2 
dp  M 2 dA dM 2 1 + 2 M  dA
= = −2  
p 1− M 2 A  1− M
2
M  A
 
dT (  − 1) M dA d
2
M 2 dA
= =
T 1− M 2 A  1− M 2 A
18
Nozzle
nptel.ac.in/content/
storage2/courses/1
12104118/lecture-
40/40_7_isentropic
_flow_converge_di
verge_nozzle.htm
http://aerorocket.com/Nozzle/Nozzle.html
Youtube Topic
Compressible Flow - Part 4 of 4 - Choked Flow:
https://www.youtube.com/watch?v=h308rjI-vIc&ab_channel=PeterKay
converging diverging nozzle

https://www.youtube.com/watch?v=p8e8A3sdVOg&ab_channel=JoshTheEngineer
https://www.youtube.com/watch?v=BXpcariAlVU&ab_channel=TheConHathyChannel
converging diverging rocket nozzle
https://www.youtube.com/watch?v=0ycxMTUnruw&ab_channel=mekanizmalar
19
20
Afterburning Turbojet
HAVACILIK VE UZAY BSC in Aerospace

1973 BİLİMLERİ FAKÜLTESİ Engineering AE308 Propulsion 1
Chapter 3
(3.6.5 AFTERBURNER FLOW, STATIONS 5-5B )

1
Chapter 3

Chapter 3
• Assume that the combustion in the afterburner brings the final temperature
Tt,5b back up to the limiting turbine inlet temperature so that the afterburner
exit temperature Tt,5b=Tt,4.
• This is the best that can be achieved since we have assumed the turbine
inlet temperature is set by thermal capability of engine materials.
• Some of the oxygen present in the air entering the engine has been
consumed in the combustor and is no longer available for combustion in the
afterburner.
2
Chapter 3
• Stoichiometric reaction:
• denoting complete consumption of the oxygen in the air in
combustor, it has formed the minimum number of species
• we need to determine the fuel–oxidizer ratio of ethane and
oxygen mixture. For this we need to consider the stoichiometric
reaction of ethane and oxygen,
• C2H6 (ethane )+ 7⁄2 O2 → 2 CO2 + 3 H2O
• Fuel-to-oxidizer stoichiometric ratio:
𝑓 𝑚𝐶2 𝐻6 1 × 2 × 12 + 6 × 1 30
= = = 0.268
𝑜 𝑠
𝑚𝑂2 3.5 × 2 × 16 112
𝑓
= 0.268 × 20.9% = 0.056
𝑎𝑖𝑟 𝑠
• The equivalence ratio, ϕ

Chapter 3
• Effective heating value of the fuel that depends upon the combustor fuel-
𝑓 𝑀𝐽
to-air ratio, , and is decreased from the usual value of 𝑄𝑓 = 43.4 by an
𝑎 𝑘𝑔
𝑓
amount proportional to the ratio in the combustor.
𝑎
• A simple approach is to assume that the actual stagnation temperature rise
achievable is linearly proportional to some function of the fuel-to-air ratio
𝑓
used in the core engine ϕ ( ) as given by
𝑎

3
Chapter 3
• The actual stagnation temperature rise

𝑇𝑡,5𝑏 − 𝑇𝑡5 is assumed to be directly
proportional to the ideal stagnation
temperature rise
𝑇𝑡,5𝑏𝑖 − 𝑇𝑡5
(that for nondepleted oxygen in the air flow)

with the constant of proportionality depending on the fuel-to-air ratio in the core
engine combustor.

Chapter 3
• K=0: when the fuel-to-air ratio in the core engine is stoichiometric, denoting
complete consumption of the oxygen in the flow, the absence of any excess
oxygen will permit no combustion and therefore no stagnation temperature
rise so that
𝒇
• K=1: if the fuel-to-air ratio, in the core engine combustor were zero,
𝒂
• then there would be the full complement of oxygen available and the ideal
stagnation temperature rise could be achieved

4
Chapter 3
𝒇
• If
𝒇
= ( )s is stoichiometric,  = 1,  K=0
𝒂 𝒂
𝒇
• If = 𝟎   = 0  K=1.
𝒂

Chapter 3
For Jet A, a typical hydrocarbon fuel for jet engines, the stoichiometric
𝒇
fuel-to-air ratio may be taken as = 𝟎. 𝟎𝟔𝟖, as described in detail in
𝒂 𝒔
Chapter 4, which leads to the result that
1
≈ 14.7
0.068

5
Chapter 3
The energy balance in the afterburner
follows that for the combustor as given by
Eq. (3.11) and leads to the following equation
for the fuel-to-air ratio required to achieve the
desired afterburner stagnation temperature

Chapter 3

6
Chapter 3 (Problems)
• E3.1 A turbojet engine with a convergent nozzle is operating at 100% power at
M0=0.9 and an altitude of 11km. The engine characteristics are such that the
compressor, burner, and turbine efficiencies may be taken as 0.85, 0.96, and 0.90,
respectively. The inlet pressure recovery may be taken as the MIL-E-5008B standard.
The mass flow captured by the inlet is 29.17kg/s and the heating value of the fuel is
44MJ/kg.The compressor pressure ratio is pt,3/pt,2=18, the combustor pressure loss is
(pt,3-pt,4)=0.02pt,3, and the turbine inlet temperature Tt,4=1330K. Calculate the
properties of the flow at each station in the engine, the gross thrust, and the net
thrust.

Chapter 3 (Problems E3.1)

𝑘𝑔 𝑀𝑗
𝑚. 0 = 29.17 𝜂𝑐 = 0.85 𝜂𝑏 = 0.96 𝜂𝑇 = 0.9 𝑄𝑓 = 44 𝐾𝑔
𝑠
𝑀𝑜 = 0.9
𝑃𝑡,3 − 𝑃𝑡,4 = 0.02𝑃𝑡,3
𝑍 = 11000 𝑚

1
Calculate air property at flight altitude
• The altitude at a given air pressure can be calculated using Equation 1 for
an altitude up to 11 km (36,090 feet). This equation can be arranged to also
calculate the air pressure at a given altitude as shown in Equation 2.
−𝑅.𝐿𝑏
𝑇𝑏 𝑃 𝑔𝑜 .𝑀 .
ℎ = ℎ𝑏 + −1 (1)
𝐿𝑏 𝑃𝑏
−𝑔𝑜 .𝑀
.
𝑅.𝐿𝑏
𝐿𝑏
𝑃 = 𝑃𝑏 . 1 + . ℎ − ℎ𝑏 (2)
𝑇𝑏


• The altitude at a given air pressure can be calculated using Equation 1 for an altitude
−𝑅.𝐿𝑏
up to 11 km (36,090 feet ). 𝑇𝑏 𝑃 𝑔𝑜 .𝑀 .
ℎ = ℎ𝑏 + −1 (1)
𝐿𝑏 𝑃𝑏
This equation can be arranged to also calculate the air pressure at a given altitude as shown in Equation 2.
−𝑔𝑜 .𝑀
. Lb=-0.0065;
𝑅.𝐿𝑏
𝐿𝑏
𝑃 = 𝑃𝑏 . 1 + . ℎ − ℎ𝑏 (2) Tb=288.15;
𝑇𝑏
Pb=101325;
𝑃 = 22.632 𝐾𝑃𝑎 hb=0;
Rhob=1.225
𝑇 = 𝑇𝑏 + 𝐿𝑏 . ℎ − ℎ𝑏 (3) h=11000;
gb=9.80665;
M=0.0289644;% [kg/mol]
T= 216.65 𝐾 R=8.31432; %universal gas constant
𝜌 𝑃 𝑇𝑏
= . (4) P=Pb*(1+Lb/Tb*(h-hb))^(-gb*M/R/Lb)
𝜌𝑏 𝑃𝑏 𝑇
kg
𝜌 = 0.3639 3 8.314 𝑚
m 1.4 216.65 = 295.0696
0.0289644 𝑠𝑒𝑐
𝑎= 𝛾𝑅𝑇 = [T, A, P, RHO] = atmosisa(H)
1973 BİLİMLERİ FAKÜLTESİ Engineering AE308 Propulsion
2

𝑘𝑔 𝑀𝑗
𝑚. = 29.17 𝜂𝑐 = 0.85 𝜂𝑏 = 0.96 𝜂 𝑇 = 0.9 𝑄𝑓 = 44 𝐾𝑔
𝑠
𝑀𝑜 = 0.9
𝑃𝑡,3 − 𝑃𝑡,4 = 0.02𝑃𝑡,3

𝑍 = 11000 𝑚
𝑃 = 22.6 𝐾𝑃𝑎 𝑃𝑜 = 𝑃1 = 22.6 𝐾𝑃𝑎

T= 216.65 𝐾
𝑚
𝑎 = 295.1
𝑠𝑒𝑐 𝑚
𝑀 = 0.9, ⇒ 𝑉0 = 265.6
𝑠𝑒𝑐
3

𝑘𝑔 𝑀𝑗
𝑚. = 29.17 𝜂𝑐 = 0.85 𝜂𝑏 = 0.96 𝜂 𝑇 = 0.9 𝑄𝑓 = 44 𝐾𝑔
𝑠
𝑀𝑜 = 0.9
𝑃𝑡,3 − 𝑃𝑡,4 = 0.02𝑃𝑡,3

𝑍 = 11000 𝑚
𝑃 = 22.6 𝐾𝑃𝑎
T= 216.65 𝐾
𝑚
𝑎 = 295.1
𝑠𝑒𝑐 𝑚
𝑀 = 0.9, ⇒ 𝑉 = 265.5627
𝑠𝑒𝑐
4
Pressure and Temperature at inlet
𝑇𝑡 𝛾−1 2
= 1+ .𝑀
𝑇 1
𝑀 = 0.9 𝛾−1 2 𝑇𝑡
1+ . 𝑀 = 1.1620 = 1.1620
𝛾 = 1.4 1 𝑇
𝛾
= 3.5
𝛾−1
T= 216.65 𝐾 Tt = 216.65𝑥1.1620
Tt = 251.7473 K
𝛾
𝑃𝑡 𝛾−1 2 𝛾−1
= 1+ .𝑀
𝑃 1
𝑃𝑡
= 1.691 ⇒ Pt = 38.278 KPa
𝑃


𝑘𝑔 𝑀𝑗
𝑚. = 29.17 𝜂𝑐 = 0.85 𝜂𝑏 = 0.96 𝜂𝑇 = 0.9 𝑄𝑓 = 44
𝐾𝑔
𝑠
(ii) Inlet, Stations 1-2

𝑀𝑜 = 0.9
The MIL-E-5008B standard pressure recovery or (ram recovery factor

RR) for M0=0.9 is pt,2/pt,0 =1.0
https://www.gspteam.com/GSPsupport/OnlineHelp/index.html?gp_inlet.htm
0 The inlet flow is assumed to be adiabatic so that

Tt,2/Tt,0=1.
𝑍 = 11000 𝑚
𝑃 = 22.632 𝐾𝑃𝑎 Pt0 = 38.278 KPa Pt2 = 38.278 KPa
T= 216.65 𝐾 Tt0 = 251.7473 K Tt2 = 251.7473 K
𝑚
𝑎 = 295.1
𝑠𝑒𝑐 𝑚
𝑀 = 0.9, ⇒ 𝑉 = 265.56
𝑠𝑒𝑐
5
(iii) Compressor, Stations 2-3: 𝑃𝑡3
= 18 Pt3= 18Pt2 = 690.8kPa
𝑃𝑡2
𝛾−1
at 𝛾 = 1.4 = 0.286
𝛾
𝛾−1
𝑇𝑡𝑠3 𝑃𝑡3 𝛾
= = 180.286 = 2.2838 
𝑇𝑡2 𝑃𝑡2
𝜼𝒄 = 𝟎. 𝟖𝟓
𝑇𝑡3𝑠 = 574.9 k
𝑇𝑡3𝑠 +𝑇𝑡2
𝑇𝑎𝑣 = = 413.34 K
2
𝑇𝑎𝑣 𝐶𝑝 = 1.0289
𝐶𝑝 = 0.94 + 0.215. =
Pt2 = 38.278 KPa 1000
𝑇𝑎𝑣
Tt2 = 251.7473 K
𝛾 = 1.4 − 0.0667. = 𝛾 = 1.3724
1000
𝑇𝑡3𝑠 = 551.5k 𝛾 = 1.3732

𝑇𝑡3𝑠 = 552.23k 𝛾 = 1.3732

Chapter 3 (Problems E3.1) 3

3𝑠
(iii) Compressor, Stations 2-3:
Pt,3= 690.8kPa
𝑃𝑡3 𝑇𝑡3𝑠 = 552.23k
= 18
𝑃𝑡2 𝛾 = 1.3732 𝐶𝑝 = 1.026
0,1,2
𝐶𝑝 𝑇𝑡3𝑠 − 𝑇𝑡2
𝜂𝑐 = = 0.85
𝜼𝒄 = 𝟎. 𝟖𝟓 𝐶𝑝 𝑇𝑡3 − 𝑇𝑡2
𝑇𝑡3 = 605.23 k
The work done by the compressor
Pt2 = 38.278 KPa Wc=CP.(Tt3-Tt2) =362.83 KJ/Kg

Tt2 = 251.7473 K
The power absorbed by the compressor is
Pc =m’.Wc = 10.584 MW

6
(iv) Combustor, Stations 3-4 𝜼𝒃 = 𝟎. 𝟗𝟔 𝑴𝒋
𝑸𝒇 = 𝟒𝟒
𝑲𝒈
Tt4=1330
𝑘𝑔
𝑚. 0 = 29.17 𝑇𝑡3 = 605.23 k 𝑇𝑡3 +𝑇𝑡4
𝑠 𝑇𝑎𝑣 = = 697.6 K
2
Pt,3= 690.8kPa 𝑎𝑣
𝐶𝑝 = 0.94 + 0.215. 1000
𝑇
= 𝐶𝑝 = 1.148
𝑇
𝑎𝑣
𝛾 = 1.4 − 0.0667. 1000 =
𝛾 = 1.335
=0.02022
𝑚. 𝑓 = 0.02022 ∗ 29.17
𝑘𝑔
Pt2 = 38.278 KPa 𝑷𝒕,𝟑 − 𝑷𝒕,𝟒 = 𝟎. 𝟎𝟐𝑷𝒕,𝟑 𝑚. 𝑓 = 0.5898
𝑠
Tt2 = 251.7473 K
𝑷𝒕,𝟒 =675.22 KPa 𝑚. 𝑔 = 𝑚𝑓 + 𝑚𝑜 = 29.17 + 0.5898
𝑘𝑔
𝑚𝑔 = 29.7598
𝑠
4
3𝑠
(v) Turbine, Stations 4-5: Generated
Absorbed word work by
by compressor = turbine 5
𝑇𝑡3 = 605.23 k 5𝑠
Pt,3= 690.8kPa WC = [1+(f/a)]WT 0,1,2
WT = 355.64 KJ/Kg
Tt5 = Tt4-WT/CP = 1020.2 K
𝑇𝑡4 +𝑇𝑡5
𝜼𝑻 = 𝟎. 𝟗 𝑇𝑎𝑣 = = 1175 K
2
𝑎𝑣 𝑇
𝐶𝑝 = 0.94 + 0.215. 1000 = 𝐶𝑝 = 1.1926
𝑇
𝑎𝑣
𝛾 = 1.4 − 0.0667. 1000 =
𝛾 = 1.3216
𝑃𝑡,3 − 𝑃𝑡,4 = 0.02𝑃𝑡,3 Tt5 = Tt4-WT/CP = 1032.2 K

Pt2 = 38.278 KPa
𝑃𝑡,4=675.22 KPa 𝐶𝑝 𝑇𝑡4 − 𝑇𝑡5
Tt2 = 251.7473 K 𝑇𝑡5𝑠 = 998.67 𝑘
Tt4=1330 𝜂𝑇 = = 0.9
𝐶𝑝 𝑇𝑡4 − 𝑇𝑡5𝑠
𝐶𝑝 = 1.148
𝛾 = 1.335
7
4
Chapter 3 (Problems) 3
3𝑠
Absorbed work work by
𝑇𝑡3 = 605.23 k 5𝑠
Pt,3= 690.8kPa WC = [1+(f/a)]WT 0,1,2
WT = 355.64 KJ/Kg
Tt5 = Tt4-WT/CP = 1020.2 K
𝜼𝑻 = 𝟎. 𝟗 𝐶𝑝 = 1.1926 𝛾 = 1.3216 𝑇𝑡5𝑠 = 998.67 𝑘
𝛾
Pt5 𝑇𝑡5𝑠 𝛾−1
= Pt5 =208.04 KPa
Pt4 𝑇𝑡4
𝑃𝑡,3 − 𝑃𝑡,4 = 0.02𝑃𝑡,3

Pt2 = 38.278 KPa
𝑃𝑡,4=675.22 KPa
Tt2 = 251.7473 K
Tt4=1330 k
𝐶𝑝 = 1.148 𝛾 = 1.335


(vi) Nozzle, Stations 5-6:
Is it choked?
Well, it chocked if pressure ratio is high enough to reach M
=1 at the throat
Lets calculate the minimum pressure ratio to obtain
chocking (M=1)
throat
𝛾 𝑇𝑡5 = 1032 𝑘
𝑃𝑡 ∗ 𝛾−1 2 𝛾−1
g =1.3312
= 1+ .𝑀
𝑃 1 𝐶𝑝 = 1.1618
∗
𝑃𝑡 Pt5 208.04
= 1.8513 = =9.2
𝑃 𝑃𝑡𝑜 22.6
Pt5 =208.04 KPa Pt5 𝑃𝑡 ∗

> So the nozzle is clearly operating in a
𝑇𝑡5𝑠 = 998.67 𝑘 𝑃𝑡𝑜 𝑃 supercritical state and therefore will be
choked with M6=1.0.
𝑇𝑡5 = 1032 𝑘
The exit pressure will be the critical pressure p*
𝑃𝑜 = 22.632 𝐾𝑃𝑎

8
𝑃𝑡 ∗
= 1.8513 Pt5 =208.04 KPa
𝑃
p6 = p* = pt,5/ 1.8513 =112.0kPa
𝑇𝑡 ∗ 𝛾−1 2
=1+ . 𝑀 = 1.1656
𝑇 1
T6 = T* = Tt,5/1.165 = 885.5K
Pt5 =208.04 KPa
𝑇𝑡5𝑠 = 998.67 𝑘 The exit velocity

V6 = a* = (gRT*)1/2 = [(1.33)(287m2/s2-K)(880.7K)]1/2 = 581.6 m/s.
𝑇𝑡5 = 1020 𝑘
𝑃𝑜 = 22.632 𝐾𝑃𝑎 V6 = a6 = a*= 581.6 m/s

𝑃6 112 𝑘𝑔
p6 = p* = pt,5/ 1.8513 =112.0kPa 𝜌6 = = 𝜌6 = 0.4423
𝑅.𝑇6 287.8856 𝑚3
T6 = T* = Tt,5/1.165 = 885.5K The required nozzle exit area is found from the
V6 = a* =a6 = 581.6 m/s conservation of mass equation
m6  6 A6V6  p* A6 g RT *
𝑘𝑔
𝑚𝑔 = 𝜌6 . 𝐴6 . 𝑉6 𝑚𝑔 = 29.7598
𝑠
𝐴6 = 0.117 𝑚2 𝑑6 = 0.3838 𝑚
Pt5 =208.04 KPa
𝑇𝑡5𝑠 = 998.67 𝑘 V6 = 581.6 m/s

𝑇𝑡5 = 1020 𝑘
𝑃𝑜 = 22.632 𝐾𝑃𝑎

9
Fg  m6V6  A6  p6  p0 
(vii) Performance:
The gross thrust
𝑘𝑔
𝑚𝑓 = 0. . 5892 Fg= (29.76kg/s)(581m/s) + (0.117m2 ) (112–22,6) N/m2
𝑠
𝑘𝑔 Fg=27.69 KN
𝑚𝑔 = 29.7598
𝑠 The ram drag Fr  m0V0 (29.17kg/s)(265.7m/s) = 7.750kN
𝑚
𝑉0 = 265.7
𝑠𝑒𝑐
𝑃𝑜 = 22.632 𝐾𝑃𝑎 The net thrust 𝐹𝑛 = 𝐹𝑔 − 𝐹𝑟 Fn = 27.54kN-7.75kN = 19.79kN.
𝑚𝑓ሶ
The specific fuel consumption is 𝐶𝑗 =
p6 = 112.0kPa 𝐹𝑛
V6 = 581.6 m/s cj 
mf

 0.5892 kg s  3600 s hr   0.1072 kg hr N  1.051lbm hr lb
𝐴6 = 0.117 𝑚 2 Fn 19, 790 N 
Fn Vo
The overall efficiency of the engine is 𝜂𝑜 =
𝑚𝑓ሶ 𝑄𝑓
o 
FnV0

19, 790 N  265.7 m s   20.28%
m f Q f  0.5892 kg s   44 106 J kg 
HAVACILIK VE UZAY BSC in Aerospace 19

10
Chapter 3 (Problems)
• E3.4 Consider adding an afterburner to the turbojet engine of
problem 3.1 with the additional information that the afterburner
combustion efficiency is 0.85 and frictional losses in the afterburner
yield (pt,5-pt,5b)=0.05pt,5. In the afterburner the fuel flow is =1.17
kg/s. Calculate the properties of the flow at each station in the
engine, the gross thrust, and the net thrust.


𝑘𝑔
𝑚. 0 = 29.17 𝜂𝑐 = 0.85 𝜂𝑏 = 0.96 𝜂𝑇 = 0.9 𝑀𝑗
𝑠 𝑄𝑓 = 44 𝐾𝑔
1.17 kg/s
𝑀𝑜 = 0.9
𝑃𝑡,3 − 𝑃𝑡,4 = 0.02𝑃𝑡,3

(pt,5-pt,5b)=0.05pt,5
𝑍 = 11000 𝑚

1
Calculate air property at flight altitude
• The altitude at a given air pressure can be calculated using Equation 1 for
an altitude up to 11 km (36,090 feet). This equation can be arranged to also
calculate the air pressure at a given altitude as shown in Equation 2.
−𝑅.𝐿𝑏
𝑇𝑏 𝑃 𝑔𝑜 .𝑀 .
ℎ = ℎ𝑏 + −1 (1)
𝐿𝑏 𝑃𝑏
−𝑔𝑜 .𝑀
.
𝑅.𝐿𝑏
𝐿𝑏
𝑃 = 𝑃𝑏 . 1 + . ℎ − ℎ𝑏 (2)
𝑇𝑏


• The altitude at a given air pressure can be calculated using Equation 1 for an altitude
−𝑅.𝐿𝑏
up to 11 km (36,090 feet ). 𝑇𝑏 𝑃 𝑔𝑜 .𝑀 .
ℎ = ℎ𝑏 + −1 (1)
𝐿𝑏 𝑃𝑏
This equation can be arranged to also calculate the air pressure at a given altitude as shown in Equation 2.
−𝑔𝑜 .𝑀
. Lb=-0.0065;
𝑅.𝐿𝑏
𝐿𝑏
𝑃 = 𝑃𝑏 . 1 + . ℎ − ℎ𝑏 (2) Tb=288.15;
𝑇𝑏
Pb=101325;
𝑃 = 22.632 𝐾𝑃𝑎 hb=0;
Rhob=1.225
𝑇 = 𝑇𝑏 + 𝐿𝑏 . ℎ − ℎ𝑏 (3) h=11000;
gb=9.80665;
M=0.0289644;% [kg/mol]
T= 216.65 𝐾 R=8.31432; %universal gas constant
𝜌 𝑃 𝑇𝑏
= . (4) P=Pb*(1+Lb/Tb*(h-hb))^(-gb*M/R/Lb)
𝜌𝑏 𝑃𝑏 𝑇
kg
𝜌 = 0.3639 8.314 𝑚
m3 1.4 216.65 = 295.0696
𝑎= 𝛾𝑅𝑇 = 0.0289644 𝑠𝑒𝑐
2
𝑀𝑗
𝑄𝑓 = 44
𝐾𝑔
𝑘𝑔
𝑚. 0 = 29.17 𝜂𝑐 = 0.85 𝜂𝑏 = 0.96 𝜂𝑇 = 0.9
𝑠
1.17 kg/s
𝑀𝑜 = 0.9
(pt,5-pt,5b)=0.05pt,5
0
𝑃𝑡,3 − 𝑃𝑡,4 = 0.02𝑃𝑡,3
𝑍 = 11000 𝑚
𝑃 = 22.6 𝐾𝑃𝑎 𝑃𝑜 = 𝑃1 = 22.6 𝐾𝑃𝑎
T= 216.65 𝐾
𝑚
𝑎 = 295.1
𝑠𝑒𝑐 𝑚
𝑀 = 0.9, ⇒ 𝑉0 = 265.6
𝑠𝑒𝑐

Pressure and Temperature at inlet
𝑇𝑡 𝛾−1 2 𝑀 = 0.9 𝛾 = 1.4

= 1+ .𝑀
𝑇 1
𝛾−1 2 𝛾
1+ . 𝑀 = 1.1620 = 3.5
1 𝛾−1
T= 216.65 𝐾 Tt = 216.65𝑥1.1620
Tt = 251.7473 K
𝛾
𝑃𝑡 𝛾−1 2 𝛾−1
𝑃𝑡
= 1+ .𝑀 = 1.691 ⇒
𝑃 1 𝑃
Pt = 38.278 KPa

3
𝑘𝑔
𝑚. = 29.17
𝑠
(ii) Inlet, Stations 1-2

𝑀𝑜 = 0.9
The MIL-E-5008B standard pressure recovery for M0=0.9 is

pt,2/pt,0 =1.0
The inlet flow is assumed to be adiabatic so

0 that
Tt,2/Tt,0=1.
𝑍 = 11000 𝑚
𝑃 = 22.632 𝐾𝑃𝑎 Pt0 = 38.278 KPa Pt2 = 38.278 KPa
T= 216.65 𝐾 Tt0 = 251.7473 K Tt2 = 251.7473 K
𝑚
𝑎 = 295.1
𝑠𝑒𝑐 𝑚
𝑀 = 0.9, ⇒ 𝑉 = 265.56
𝑠𝑒𝑐

(iii) Compressor, Stations 2-3: 𝑃𝑡3
= 18 Pt3= 18Pt2 = 690.8kPa
𝑃𝑡2
𝛾−1
at 𝛾 = 1.4 = 0.286
𝛾
𝛾−1
𝑇𝑡𝑠3 𝑃𝑡3 𝛾
= = 180.286 = 2.2838 
𝑇𝑡2 𝑃𝑡2
𝜼𝒄 = 𝟎. 𝟖𝟓
𝑇𝑡3𝑠 = 574.9 k
𝑇𝑡3𝑠 +𝑇𝑡2
𝑇𝑎𝑣 = = 413.34 K
2
𝑇𝑎𝑣 𝐶𝑝 = 1.0289
𝐶𝑝 = 0.94 + 0.215. =
Pt2 = 38.278 KPa 1000
𝑇𝑎𝑣
Tt2 = 251.7473 K
𝛾 = 1.4 − 0.0667. = 𝛾 = 1.3724
1000
𝑇𝑡3𝑠 = 551.5k 𝛾 = 1.3732

𝑇𝑡3𝑠 = 552.23k 𝛾 = 1.3732

4
3𝑠
(iii) Compressor, Stations 2-3:
Pt,3= 690.8kPa
𝑃𝑡3 𝑇𝑡3𝑠 = 552.23k
= 18
𝑃𝑡2 𝛾 = 1.3732 𝐶𝑝 = 1.026
0,1,2
𝐶𝑝 𝑇𝑡3𝑠 − 𝑇𝑡2
𝜂𝑐 = = 0.85
𝜼𝒄 = 𝟎. 𝟖𝟓 𝐶𝑝 𝑇𝑡3 − 𝑇𝑡2
𝑇𝑡3 = 605.23 k
The work done by the compressor
Pt2 = 38.278 KPa Wc=CP.(Tt3-Tt2) =362.83 KJ/Kg

Tt2 = 251.7473 K
The power absorbed by the compressor is
Pc =m’.Wc = 10.584 MW


(iv) Combustor, Stations 3-4 𝜼𝒃 = 𝟎. 𝟗𝟔 𝑴𝒋
𝑸𝒇 = 𝟒𝟒 𝑲𝒈 Tt4=1330
𝑘𝑔
𝑚. 0 = 29.17 𝑇𝑡3 = 605.23 k 𝑇𝑡3 +𝑇𝑡4
𝑠 𝑇𝑎𝑣 = = 697.6 K
2
Pt,3= 690.8kPa 𝑎𝑣
𝐶𝑝 = 0.94 + 0.215. 1000
𝑇
= 𝐶𝑝 = 1.148
𝑇𝑎𝑣
𝛾 = 1.4 − 0.0667. 1000 =
𝛾 = 1.335
=0.02022 kg/s
𝑚. 𝑓 = 0.02022 ∗ 29.17
𝑘𝑔
Pt2 = 38.278 KPa 𝑷𝒕,𝟑 − 𝑷𝒕,𝟒 = 𝟎. 𝟎𝟐𝑷𝒕,𝟑 𝑚. 𝑓 = 0.5898
𝑠
Tt2 = 251.7473 K
𝑷𝒕,𝟒 =675.22 KPa 𝑚. 𝑔 = 𝑚𝑓 + 𝑚𝑜 = 29.17 + 0.5898
𝑘𝑔
𝑚𝑔 = 29.7598
𝑠
5
4
3𝑠
Absorbed work work by the
by compressor = Turbine 5
𝑇𝑡3 = 605.23 k 5𝑠
Pt,3= 690.8kPa WC = [1+(f/a)]WT 0,1,2
WT = 355.64 KJ/Kg
Tt5 = Tt4-WT/CP = 1020.2 K
𝑇𝑡4 +𝑇𝑡5
𝜼𝑻 = 𝟎. 𝟗 𝑇𝑎𝑣 = = 1175 K
2
𝑎𝑣 𝑇
𝐶𝑝 = 0.94 + 0.215. 1000 = 𝐶𝑝 = 1.1926
𝑇
𝑎𝑣
𝛾 = 1.4 − 0.0667. 1000 =
𝛾 = 1.3216
𝑃𝑡,3 − 𝑃𝑡,4 = 0.02𝑃𝑡,3 Tt5 = Tt4-WT/CP = 1032.2 K

Pt2 = 38.278 KPa
𝑃𝑡,4=675.22 KPa 𝐶𝑝 𝑇𝑡4 − 𝑇𝑡5
Tt2 = 251.7473 K 𝑇𝑡5𝑠 = 998.67 𝑘
Tt4=1330 𝜂𝑇 = = 0.9
𝐶𝑝 𝑇𝑡4 − 𝑇𝑡5𝑠
𝐶𝑝 = 1.148
𝛾 = 1.335
4
3𝑠
Absorbed word work by
𝑇𝑡3 = 605.23 k 5𝑠
Pt,3= 690.8kPa WC = [1+(f/a)]WT 0,1,2
WT = 355.64 KJ/Kg
Tt5 = Tt4-WT/CP = 1020.2 K
𝜼𝑻 = 𝟎. 𝟗 𝐶𝑝 = 1.1926 𝛾 = 1.3216 𝑇𝑡5𝑠 = 998.67 𝑘
𝛾
Pt5 𝑇𝑡5𝑠 𝛾−1
= Pt5 =208.04 KPa
Pt4 𝑇𝑡4
𝑃𝑡,3 − 𝑃𝑡,4 = 0.02𝑃𝑡,3

Pt2 = 38.278 KPa
𝑃𝑡,4=675.22 KPa
Tt2 = 251.7473 K
Tt4=1330 k
𝐶𝑝 = 1.148 𝛾 = 1.335

6
(vi) Afterburner, Stations 5-5b:
The total pressure at the exit of the afterburner,

station 5b, may be found from the specified
loss equation (pt,5 - pt,5b)=0.05pt,5 so that pt,5b=
0.95pt,5 =0.95(203.5kPa) and
pt,5b=193.3kPa.
How to calculate the temperature at station 5b?
We need to use energy balance


(vi) Afterburner, Stations 5-5b: pt,5b=193.3kPa.
The total temperature at the afterburner exit Tt,5b is given by the energy balance
m 0  m f  c p ,eTt ,5  m f , AB AB Qeff   m0  m f  m f , AB  c p ,eTt ,5b

7
The total temperature at the afterburner exit Tt,5b is given by the energy balance
The heating value in the afterburner Qeff is lower than Qf

because the flow into the afterburner has had some oxygen
depletion due to fuel burn in the main combustor. This is
given approximately by Equation (3.26) in the text:
Qeff  1  14.7  f a   Q f
The afterburner fuel flow is given as 1.17kg/s so that (f/a)AB=1.17/29.17=0.4. Then, using
the value for cp,e=1.192 determined previously for the turbine as a first approximation here,
the energy balance becomes
Substituting in the appropriate values yields

(1.02022)(1.192kJ/kg-K)(1026K)+(0.04)(0.85)[1-14.7(0.02022)](44,000kJ/kg)
= [1.02022+0.04](1.192kJ/kg)Tt,5b
[1.06022](1.192)Tt,5b= 1248kJ/kg+1051kJ/kg= 2299kJ/kg
Then as a first approximation Tt,5b = 1819K and we use this in calculating a new
average stagnation temperature: Tt,avg=(1026+1819)/2=1423K.
Then cp,e= 0.94+(0.215Tt,avg)/1000 =1.246 and g=1.4-0.0667(Tt,avg)=1.305.
The second approximation to the stagnation temperature in the afterburner is then
Tt,5b = (2299kJ/kg)/ [(1.06022)(1.246kJ/kg-K)] = 1740K.

8
Is it choked?
Well, it chocked if pressure ratio is high enough to reach M
=1 at the throat
Lets calculate the minimum pressure ratio to obtain
chocking (M=1)
throat
𝛾 𝑇𝑡5 = 1032 𝑘
𝑃𝑡 ∗ 𝛾−1 2 𝛾−1
g =1.29
= 1+ .𝑀
𝑃 1 𝐶𝑝 = 1.1618
𝑃𝑡 ∗ Pt5 193.3
= 1.8513 = =8.5
𝑃 𝑃𝑡𝑜 22.6
Pt5 =193.3 KPa Pt5 𝑃𝑡 ∗

> So the nozzle is clearly operating in a
𝑃𝑡𝑜 𝑃 supercritical state and therefore will be
choked with M6=1.0.
The exit pressure will be the critical pressure p*
𝑃𝑜 = 22.632 𝐾𝑃𝑎


𝑃𝑡 ∗
= 1.8513 Pt5 =193.3kPa
𝑃
p6 = p* = pt,5/ 1.8513 =105.8kPa
𝑇𝑡 ∗ 𝛾−1 2
=1+ . 𝑀 = 1.1656
𝑇 1
T6 = T* = Tt,5/1.165 = 1494K.
Pt5 =193.3 KPa

The exit velocity
V6 = a* = (gRT*)1/2 = [(1.29)(287m2/s2-K)(1494K)]1/2 = 743.7m/s.
𝑃𝑜 = 22.632 𝐾𝑃𝑎 V6 = a6 = a*= 743.7m/s

9
𝑘𝑔
p6 = p* = pt,5/ 1.8513 =112.0kPa 𝑃6 105.8kPa 𝜌6 = 0.2467kg/m3
𝜌6 = = 𝑚 3
𝑅.𝑇6 287.1494K
T6 = T* = Tt,5/1.165 = 885.5K The required nozzle exit area is found from the
V6 = a* =a6 = 581.6 m/s conservation of mass equation
m6  6 A6V6  p* A6 g RT *
𝑘𝑔
𝑚𝑔 = 𝜌6 . 𝐴6 . 𝑉6 𝑚𝑔 = 30.93
𝑠
𝐴6 = 0.1686m2
Pt5 =208.04 KPa
𝑇𝑡5𝑠 = 998.67 𝑘 V6 = 581.6 m/s

𝑇𝑡5 = 1020 𝑘
𝑃𝑜 = 22.632 𝐾𝑃𝑎


Fg  m6V6  A6  p6  p0 
(vii) Performance:
The gross thrust
𝑘𝑔
𝑚𝑓𝑐𝑜𝑟𝑒 = 0.5892
𝑠 Fg= (30.93kg/s)(743.7m/s) + (0.1686m2 ) (105,800 N/m2 – 22,690N/m2)
𝑘𝑔
𝑚𝑓𝐴𝐵 = 1.17
𝑠 Fg=37.01kN
𝑚𝑓 = 1.7592
𝑘𝑔
The ram drag Fr  m0V0 (29.17kg/s)(265.7m/s)=7.750kN
𝑚𝑔 = 30.93
𝑠
𝑚
𝑉0 = 265.7 The net thrust 𝐹𝑛 = 𝐹𝑔 − 𝐹𝑟 Fn = 37.01kN-7.75kN = 29.26kN.
𝑠𝑒𝑐
𝑃𝑜 = 22.632 𝐾𝑃𝑎
𝑚𝑓ሶ
The specific fuel consumption is 𝐶𝑗 =
𝐹𝑛
𝑘𝑔 𝑠 𝑘𝑔 𝑙𝑏𝑚
𝑚ሶ 𝑓 1.757 𝑠 3600 ℎ𝑟
𝑐𝑗 = = = 0.2162 ℎ𝑟 = 2.12 ℎ𝑟
p6 = 105.8kPa 𝐹𝑛 29,26𝑁 𝑁 𝑙𝑏
Fn Vo
V6 = 743.7 m/s The overall efficiency of the engine is 𝜂𝑜 =
𝑚𝑓ሶ 𝑄𝑓
𝐴6 = 0.1686 𝑚2
o 
FnV0

 29, 260 N  265.7 m s   10.06%
m f Q f 1.757 kg s   44 106 J kg 
HAVACILIK VE UZAY BSC in Aerospace 20

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7/16/2021

IDEALIZED CYCLE ANALYSIS

GENERAL JET ENGINE CYCLE

nozzle, segment 5-6-7.

From previous lectures,

in terms of exit Mach number

This format normalize the gross thrust by the

The net thrust normalized to the nozzle exit area

Schematic diagram of typical turbojet engine showing major

The segment 1-2 : Inlet

for a turbojet in subsonic flight, M0 < 1

Schematic plot of the Brayton-like cycle of an ideal jet engine

Generic turbojet cycle diagram

• In subsonic flight the pressure at station 1 is always lower

• Entropy increases, signifying losses in those components

IDEAL JET ENGINE CYCLE ANALYSIS

IDEAL TURBOJET IN MAXIMUM POWER

IDEAL TURBOJET IN MAXIMUM POWER TAKEOFF:

The isentropic flow relations are as follows

IDEAL TURBOJET IN MAXIMUM POWER TAKEOFF:

• The compressor provides an increase in stagnation

IDEAL TURBOJET IN MAXIMUM POWER TAKEOFF:

• The quantity Qf is the heating value of the fuel;

IDEAL TURBOJET IN MAXIMUM POWER TAKEOFF:

• Higher compressor ration the lower the fuel-air ratio

IDEAL TURBOJET IN MAXIMUM POWER TAKEOFF:

• The turbine power must equal the compressor power

• The turbine exit stagnation temperature may be found from the

IDEAL TURBOJET IN MAXIMUM POWER TAKEOFF:

The ratio of the exit pressure to free stream pressure P7/P0>1

IDEAL TURBOJET IN MAXIMUM POWER TAKEOFF:

IDEAL TURBOJET IN MAXIMUM POWER TAKEOFF:

• The net thrust

• The mass conservation equation requires that

• Then the specific thrust may be written as

IDEAL TURBOJET IN MAXIMUM POWER TAKEOFF: 3.4.6

For a fixed value of Tt,4 the specific thrust

Specific thrust as a function of compressor pressure ratio

a mass flow: 80.7 kg/s

• The specific fuel consumption

Specific fuel consumption as a

IDEAL TURBOJET IN HIGH SUBSONIC CRUISE IN THE STRATOSPHERE:

• The basic cruise state considered here is standard day stratospheric

IDEAL TURBOJET IN HIGH SUBSONIC CRUISE IN THE STRATOSPHERE:

[mach, T, P, rho, area] = flowisentropic(1.4, 0.8, 'mach')

IDEAL TURBOJET IN HIGH SUBSONIC CRUISE IN THE STRATOSPHERE:

3.5.3 COMBUSTOR FLOW, STATIONS 3-4

• Added Q =Q from Fuel

3.5.4 TURBINE FLOW, STATIONS 4-5

IDEAL TURBOJET IN HIGH SUBSONIC CRUISE IN THE STRATOSPHERE:

3.5.5 NOZZLE FLOW, STATIONS 5-7

IDEAL TURBOJET IN HIGH SUBSONIC CRUISE IN THE STRATOSPHERE:

IDEAL TURBOJET IN HIGH SUBSONIC CRUISE IN THE STRATOSPHERE:

3.5.2 COMPRESSOR FLOW, STATIONS 2-3

3.5.3 COMBUSTOR FLOW, STATIONS 3-4

3.5.4 TURBINE FLOW, STATIONS 4-5

3.5.5 NOZZLE FLOW, STATIONS 5-7

3.6 IDEAL TURBOJET IN SUPERSONIC CRUISE IN

3.6 IDEAL TURBOJET IN SUPERSONIC CRUISE IN

3.6 IDEAL TURBOJET IN SUPERSONIC CRUISE IN

4. Aerothermodynamics of ideal airbreathing propulsion systems

5. Mixtures, Combustion, Equilibrium and Dissociation.

7. Aerothermodynamic performance of aircraft engines.