Aircraft Propulsion (AN F312)

Lecture 14
Dr. Sayan Das
BITS Pilani
Pilani Campus Campus
Hyderabad Department of Mechanical Engineering
 Assumptions of Ideal cycle analysis
• The working fluid has the same composition throughout the engine.

• The working fluid behaves as a calorically perfect gas.

• Fuel flow rate is negligibly small in comparison to air flow rate.

• Isentropic compression in air intake, fan and compressor.

• Isentropic expansion in turbine and nozzle.

• Constant pressure combustion.

• No pressure losses in air intake, combustor and nozzle.

• The engine exhaust is expanded fully in the nozzle.

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PULSEJETS

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Ideal Pulsejet cycle

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Important results of ideal pulsejet cycle
• The flight Mach number and the exhaust Mach number are the same: Is this true for pulse jet ???

• The fuel-air ratio: 𝑓 =? ? ?

• The thrust force: 𝑇 = ? ? ?

𝑓
• TSFC: =? ? ? .
𝑇/𝑚ሶ 𝑎

Thrust Power 2𝑇𝑉𝑎

• Propulsive efficiency: = =? ? ?
Rate of Kinetic energy of the incoming fluid 𝑚ሶ 𝑎 (𝑉42 −𝑉𝑎2 )

Rate of Kinetic energy of the incoming fluid 𝑚ሶ 𝑎 (𝑉42 −𝑉𝑎2 )

• Thermal Efficiency: = =? ? ?
Total thermal energy 2𝑚ሶ 𝑓 𝑄𝑅

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Valveless-Pulse jet/Acoustic Jet engine

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TURBOJETS

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Single spool turbojet engine

The Rolls Royce Nene Klimov Vk1 GE J47

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Single spool turbojet engine

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Results of ideal turbojet cycle w/o afterburner

• The flight Mach number and the exhaust Mach number are the same: Is this true for turbo jet ??? NO
𝑐𝑝
• The fuel-air ratio: 𝑓 = 𝑇𝜏 𝜏 𝜏𝑏 − 1
𝑄𝑅 𝑎 𝑐 𝑟

2𝜏𝑏 𝑇04 𝑇03 𝑇06 𝛾−1 2

• The thrust force: 𝑇 = 𝑚ሶ𝑎 𝑎𝑎 𝜏𝑡 𝜏𝑐 𝜏𝑟 − 1 − 𝑀𝑎 , where 𝜏𝑏 = ,𝜏 = ,𝜏 = ,𝜏 =1+ 𝑀𝑎
𝛾−1 𝑇03 𝑐 𝑇02 𝑡 𝑇04 𝑟 2

𝑓
• TSFC: .
𝑇/𝑚ሶ 𝑎

Thrust Power 2𝑇𝑉𝑎 2𝑀𝑎

• Propulsive efficiency: = = 𝑉9
Rate of Kinetic energy of the incoming fluid 𝑚ሶ 𝑎 (𝑉42 −𝑉𝑎2 ) +𝑀𝑎
𝑎𝑎

Rate of Kinetic energy of the incoming fluid 𝑚ሶ 𝑎 (𝑉42 −𝑉𝑎2 ) 1

• Thermal Efficiency: = =1−
Total thermal energy 2𝑚ሶ 𝑓 𝑄𝑅 𝜏𝑐 𝜏𝑟

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Case Study
Let a turbojet is flying at an altitude of 12 km, 15 km. The Mach number varies between 0, 0.85 and 1.5. The
temperature at the exit of the combustion chamber is fixed at 1600 K. The pressure ratio across the compression
varies from 1 to 40.

• The specific thrust is maximum at the sea level, but

decreases with increase in the flight speed. Why ??
• TSFC does not have a minimum at any pressure ratio.
• The specific thrust experiences a maxima at a certain
pressure ratio. The thrust decreases after this maxima,
why ??
• Increase in flight Mach number, shifts this maxima to the
left. Why ??
• At pressure ratio = 1 (no compression in compressor), the
TSFC is “very high”. Hence cannot be used like ramjets.

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Case Study

Variation of propulsive efficiency and thermal efficiency as a Variation of specific thrust and TSFC as a function of pressure
function of pressure ratio at 1600 K. ratio at temperatures 1200, 1400 and 1800 K at sea level.

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Example problem
An ideal turbojet is flying at flight Mach number, 𝑀𝑎 = 2.0 at an altitude of 15 km. The pressure ratio across the
compressor is 12. At the combustion chamber exit, the temperature is 1600 K. Estimate the net thrust produced
by the engine if it consumes air at the rate of 50 kg/s (32.27 kN). Also determine 𝑇𝑠 , 𝑇𝑆𝐹𝐶, 𝜂𝑜 , 𝜂𝑝 , 𝜂𝑡ℎ if the
calorific value of the fuel used is 43000 kJ/kg. The pressure and temperature of the atmosphere at an altitude of
15 km are 11.2 kPa and 216.7 K respectively.

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Thank You

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