Lecture notes

notes:: Chapter 6 Turbojet and turbofan engines Lecture notes

notes:: Chapter 6 Turbojet and turbofan engines
Example 6.1: Harpoon Block II is the world’s premier anti anti-ship
ship missile. It uses Solution:
solid
solid-propellant
propellant booster for launch and Teledyne CAE J402 turbojet for cruise. Given data
 Inlet diameter: 14.35 cm
 Compressor ooverall
verall pressure ratio: 5.6:1
 Maximum thrust: 2.9 kN
 Thrust specific fuel consumption: 0.1226 kg/N.hr
m
 Flight speed Vf  250
s
 sea
sea-level
level conditions (temperature and pressure 288 K and 101 kPa).

General characteristics of Teledyne turbojet engine:

 Inlet diameter: 14.35 cm
 Compressor type: singlesingle-stage
stage axial compressor and single
single-stage
stage centrifugal
compressor, having overall pressure ratio: 5.6:1
 Maximum thrust: 2.9 kN Single
Single-spool
spool turbojet without afterburning
 Thrust specific fuel consumption: 0.1226 kg/N.hr a) Fuel
Fuel-to-air
air ratio
Inlet area:
 2 
 
2
When the turbojet is turned on, the missile has a speed of 250 m/s and sea-levelsea level Ai  D  14.35 * 102m  00.01617 .01617 m 2 
conditions (temperature and pressure 288 K and 101 kPa). Assume all proc processes
esses are 4 4  
ideal as well as constant specific heat and specific heat ratio inside the engine.  kg   m   kg 
 m   s 

m a  aVf Ai  1.222 3  * 250  * 0.01617 
0.01617m 2  4.94  
 
s 
kg
kg 0.1226  
m f  TSFC * T  0.1226
 * 2900N   N * 2900N   0.0988 kg 
Nhr 3600s s 
 
Fuel-to-air
Fuel air ratio:
 kg 
0.0988  
m f s 
f      0.02

ma  kg 
4.94  
s 
 
b) Exhaust jet speed
From the thrust force: T  m a 1  f Ve Vf 
 
Exhaust jet speed is:
 
Calculate: T  
1 1  2900N m  m 
a) Fuel-to
to-air ratio Ve    Vf     250   820.6  
b) Exhaust jet speed 1 f m a  1  0.02  4.94 kg s 

s 
 
 
c) The maximum temperature in engine s
d) Fuel heating value c) The maximum temperature in eengine
ngine
Maximum cycle temperature
The following cycle analysis is performed first:
Sonic speed at sea level:
 J  m 
a  RTa  1.4 287 40  
 288 K  3340
 kgK  s 
 
Dr. Tran Tien Anh@HCMUT 1 Dr. Tran Tien Anh@HCMUT 2
 Lecture notes: Chapter 6 Turbojet and turbofan engines Lecture notes: Chapter 6 Turbojet and turbofan engines
Flight Mach number: 

pa T  335  1

M 
V

250
 0.735   05 1  
p04 T  T05 
a 340  04  
① Intake: a~1~2 
 p 1 T  
   1 2   1.4  1   a    05  1  335 
T02  Ta 1  M   288K 1  0.7352   319 K   p  T   
T05 
 2  
 2   04   04 
1.4
 
  101kPa 1.41 T  335  T  186  335 
  1 2  1  1.4  1  1     04 
p02  pa 1  M   101kPa 1  0.7352   112.6 kPa  
 630.5kPa 
  05
  
 2   2   T04 T04
② Compressor: state 2~3 T  521 
0.59227   04 
p03  T04 
c 
p02 521
 T04   1278 K 
p03  p02c  112.6 kPa * 5.6  630.5kPa 1  0.59227
 1 1.41
Maximum cycle temperature is then: T04  1278 K

T03  T02(c )  319K (5.6) 1.4
 486 K d) Fuel heating value
③ Combustion chamber: state 3~4 From energy balance in combustion chamber (from state 3~4):
 m 
p04  p03  630.5kPa   m
Q34  m a  m f  h04  m a * h03   m f  a  1 h04  a h03 
④ Turbine: 4~5  m f  m f 
With constant specific heats, then energy balance between compressor (states 2-3) Q 3 4    
1 1
and turbine (states 4-5) yields:    1 h04  h03 
m f  
Wc  Wt  f f 
J 
m a (h03  h02 )  m a (1  f )(h04  h05 ) Q 3 4  
s  J 
c p (T03  T02 )  (1  f )c p (T04  T05 )   Q    h  1 h  h 
 kg  R  kg  04
f 04 03
m f    
(T03  T02 ) 486 K  319K s 
 T05  T04   T04   T04  186  
1 f 1  0.02
c p T04  T03 
  QR  c pT04 
p T 1 f
Besides 05   05  (a)
p04 T04  kJ
1.005 * 1278  486 K  kJ 
kJ kgK
⑤ Nozzle: states 5-6  1.005 * 1278K   41082  
kgK 0.02  kg 
u62 V2  
h05  h6   h6  e
2 2
2 h05  h6   Ve2
  1    1 
 p     p   
Ve2  2c p T05  T6   2c pT05 1   6    2c pT05 1   a  
  p05     p05  
   

 
 1

 
pa  V 2   1
820.6 2
1    335  1
  
 1  e   1  *   1   (b)
p05  2c pT05   kJ T05   T05 
2 * 1.005 
 kgK 
Multiply (a) and (b), then:

Dr. Tran Tien Anh@HCMUT 3 Dr. Tran Tien Anh@HCMUT 4

 Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines Lecture notes: Chapter 6 Turbojet and turbofan engines
Example 6.2: A civil transport aircraft powered by four turbojet engines is flying at a  1 1.41

Mach number of 0.85 and an altitude where the ambient temperature is 230 K. The T03  T02 *  
 263.24 * 20 1.4
 620 K 
overall pressure ratio is 20 and the maximum temperature is 1500 K. Due to an The specific work of compressor is:
ingeste
ingestedd bird, one engine failed and the aircraft flew by three engines at the same T 
altitude and Mach number. The pilot advanced the throttle lever to increase the rate wc  h03  h02  c pT03  c pT02  c p T03  T02   c pT02  03  1
T02 

of fuel flow and thus the turbine inlet temperature. This led to an increase in exhaust
gas ve
velocity
locity to compensate for the thrust of the failed engine. The thrust force of the   1  J  1.4 1   kJ 

wc  c pT02    1  1005 * 263.24K 20 1.4  1  358.62  
operative engines was thus increased. Calculate:   kgK    kg 
a) The original and final exhaust speeds  
b) The new maximum total temperature ③ Combustion chamber: 3~4
c) Fuel
Fuel-to-air
air ratio in both cases (fuel heating value iiss 42,000 kJ/kg) Since combustion process is ideal,
Assume that: T03  T04
 All processes are ideal p03  p04
 Constant specific heats and specific heat ratio at all engine modules, such that The fuel-to-air ratio is:
cp=1005 J/kg/K and γ=1.4
kJ
 The works of both compressor and turbine are equal cp T04  T03  1.005
kgK
1500  620 K
 Air mass flow rate into each engine in both cases is constant f    0.02184
QHV  c pT04 kJ kJ
 Neglect fuel mass flow rate in thrust and energy balance calculation 42, 000  1.005 * 1500K
kgK kgK
Solution: ④ Turbine: 4~5
Given
iven data The assumptions of constant specific heat through the engine as well as equal work
 Mach number of 0.85 for both compressor and turbine imply that both air and gas flow rates in compressor and
 ambient temperature is 230 K turbine are equal (negligible fuel flow mass).
 overall pressure ratio is 20 Thus:
 maximum temperature is T04  T0 max  1500 K wt  h04  h05  cpT04  cpT05  cp T04  T05   cp T0 max  T05 

 fuel heating value iiss 42,000 kJ/kg) wt

 T05  T0 max 
 cp=1005 J/kg/K and γ=1.4 cp
 works of both compressor and turbine are equal Because wt  wc  w
 air mass flow rate into each engine in both cases is constant
Then
 neglect fuel mass flow rate in thrust and energy balance calculation  kJ 
358.62  
w  kg 
 T05  T0 max  t  1500K     1143.17 K
cp kJ  
1.005
kgK
⑤ No afterburner: 5=6
T05  T06
p05  p06
a) Four operative engines ⑥ Nozzle: 6~7
The flight sspeed
peed is then:  

m  p04 p  p  p   p T  1    1 2  1

u  M RTa  0.85 1.4 * 287
J
230K  258.5    03   03   02    03   02   c 1  M 
s  p7 pa  
 p02  pa   p02  Ta   
 2 
kgK  
1.4
① Intake
Intake:: a~1~2 p04  1.41
1.4  1
   1 2   1.4  1   20 1  * 0.852   32.076
T02  Ta 1  M   230K 1  0.852   263.24 K  p7  2 
 2   2 
But
② Compressor
Compressor: 2~3
The air temperature at compressor outlet is:
Dr. Tran Tien Anh@HCMUT 5 Dr. Tran Tien Anh@HCMUT 6
 Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines Lecture notes: Chapter 6 Turbojet and turbofan engines
 1.4 lever to a forward setting leading to a greater fuel flow and consequently higher
p04 T04   1500 
1 1.4 1
maximum (turbine inlet) temperature T04 .
       2.5878
p05 T05   1143.17 
1143.
For the same compressor-turbine work as in the four-engine case, the exhaust speed
p05  p05   p04  32.076 is increased to ue , such that the corresponding engine thrust, T  , will be governed by
       12.3947
p7   p7  2.5878
 p04  the relation: 3T   4T
Also Assuming the air mass flow rate is maintained constant, thus: m a  m a
 and:
p04 T04 1
p7
  
 T7 
 
3m a ue  u  4m a ue  u 

 1  
e 
3 u  u  4 ue  u 
 p  
T T
 04   04  0 max m m
 4 * 1086  258.5
 p7  T7 T7 4 1 s
 
s  1316.9  m 
u  ue  u 
e
3 3 3 s 
T0 max 1500K 1500K  
 T7     556.32 K 
 1 1.41
2.6963 Since the compressor pressure ratio is constant and flight speed is also unchanged,
 p 
 04 

32.076 1.4
then the overall pressure ratio is unchanged or:
 p 
 7  1
T04 p   1.41
The exhaust speed is then:   03   (32.076) 1.4  2.6963
 pa 

T7
u72 u2
h05  h7   h7  e  T04  2.6963 *T7
2 2
2 h05  h7   ue2 Also
ue2  2c p T05  T7  wt
T05  T04 
cp
J m 
ue  2c p T05  T7   2 * 1005 1143.17  556.32K  1086  
kgK s  and
 
u72 u 2
h05  h7   h7  e
2 2
 
2 h05  h7  ue2
2
u  2c p
e T 
05
 T7 
 w 

ue2  2c p T04   T7 
 cp 
ue2 w
 T04  T7  
2c p c p

With
2
 
1316.9  m   kJ 
358.62  
ue2
w 
  s   kg 
        1219.6K
2c p c p J kJ
2 * 1005 1.005
b) Only three engines operative kgK kgK
This case represents a one engine failure; thus, aircraft is powered by three engines Then
only.
T04  T7  1219.6K
For the same flight speed, the aircraft drag is the same which must be equal to the
sum of thrust forces generated by operative engines. The pilot had to advance throttle or
2.6963T7  T7  1219.6K

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 Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines

1219.6K Example 6.3: The following data presents some details of a double-spool
spool turbojet
 T7   718.92 K  engine close to Pratt & Whitney J57
J57:
2.6963  1
an
and c 1  4.0, c 2  3.125,T0 max  1143 K ,QR  45 MJ / kg,Ta  288 K
T04  2.6963 * T  2.6963 * 718.92 K   19938 K 
7

pa  101 kPa, M  0.0, c 1  c 2  0.86, t 1  t 2  0.9, b  0.9
0.999
T
The new fuel-to-air
fuel air ratio is: 4
n  0.94, Pcc  1%, c  1.4, h  , Nozzel exhaust area An  0.208 m2
kJ 3
c p T04  T03  1.005
kgK
1938K  620K  Afterburner is assumed inoperative with no pressure losses in tailpipe.
f    0.03307 Calculate:
QHV  c pT04 kJ kJ
42, 000  1.005 * 1938K
1938K a) Air mass flow rate
kg kgK
b) Thrust force
c) Thrust specific fuel consumption (TSFC)
d) Propulsive efficiency
e) Thermal efficiency
f) Overall efficiency

Solution
Given data
Ta  288 K ; pa  101 kPa
c 1  c 2  0.86, t 1  t 2  0.9, b  0.99; n  0.94
c1  4.0, c 2  3.125
MJ
T0 max  1143 K ,QR  45
kg
4
c  1.4, h  , pcc  1%
3
Nozzel exhaust area A9  0.208 m2
V  0  M  0.0

It may be concluded that:

 Fuel
Fuel-to-air
air ratio had been drastically increased from 0.
0.02184 to 0.
0.03307 (52.3%).
 The maximum temperature (turbine inlet) increased from 1500K to 1938K (29.2%),
which mo
most
st probably led to a turbine overheat.

Practically, pilots normally follow other procedures, among which the flight altitude
and speed are reduced which reduce the drag force. Thus, the thrust generated by each
engine in the second case is close to its valvalue
ue prior engine failure. In this case the
maximum temperature may be kept within the range of 100 100~110%% of its original value.

Stations for a two

two-spool
spool turbojet engine with afterburner

Dr. Tran Tien Anh@HCMUT 9 Dr. Tran Tien Anh@HCMUT 10

 Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines Lecture notes: Chapter 6 Turbojet and turbofan engines
1.148 1143 
 
    1
1.005  653  0.999
f    0.015169
 45, 000  1.148 1143  65.885
0.99       
1.005 * 653  1.005  653 
⑤ HPT
Assume   1, then:
 c  1.005 
 p,c  
 T03  451K
T 
 06   1  c p,h 
T  
 04   1  1  1.148   653 
    1  0.8476
T05  T 
1 1  f T05 
 03   1  0.015169 * 1143K  451



 T06  T05 * 0.8476  1143K * 0.8476  969 K 
c
 p   T  T c 1  4
 06   1  05 06 
 1  1143  969   0.4765
 
 p05   t 1T05   0.9 * 1143 
 p06  0.4765 * p05  0.4765 * 1250  595.7 kPa 
⑥ LPT
Cycle for a two
two-spool
spool turbojet engine with in
inoperative afterburner
Assume also 2  1 , then
a) Air mass flow rate  c   1.005  
 p,c T02    288 
Since Mach number is zero, then the above case represents a ground run. Thus: T  
T      451
 07   1  c p,h 
 03   1  1  

1.148 
 
① Intake T  T    1  0.015169 * 969   288  1  0.8549
T02  T01  T00aa  Ta  288 K   06  2(1  f )T06
 02     
 
 
p01  p0aa  pa  101 KPa   
 T07  0.8549 * T06  828.4 K 
② LPC c

p03  p02 * c1  4 * 101  404 kPa   p   T  T c 1 

 07   1  07 06 
4
1  1143  969   0.4765
   
 c 1   p06   t 1T05   0.9 * 1143 

c1 c  1   4 0.286  1 


T03  T02 1    288 1    451 K   p07  0.4765 * p06  294.9 kPa 
 c1   0.86   
 ⑦ Nozzle
 
No losses are assumed at tailpipe; thus, conditions at point (7) are equal to those in
③ HPC point (8).
p04  p03 * c 2  3.125 * 404  1262.5 kPa  Check nozzle choking:
 c 1  p08 1
   1.9336
c 2 c  1   3.1250.286  1 

 pc h
T04  T03 1    451 1    653 K     h 1
 c 2 

 0.86    1  1  h  1 
 
  n  h  1 

 
④ Combustion cchamber
hamber pc  152.5 kPa 
p05  p04 (1  pcc %)  1262.5kPa 0.99  1250 kPa 
Since pc>pa, then the nozzle is choked and thus: p9>pc.
c T  The exhaust gas temperature is calculated from the relation:
 p,h  05 
 c T   1 T08
f 
 p,c  04  T9  Tc  2  710 K 
 Q  c  T  h  1
 
b  R    p,h   05  The jet speed is expressed as:
c p,cT04   c p,c  T04 

Dr. Tran Tien Anh@HCMUT 11 Dr. Tran Tien Anh@HCMUT 12

 Lecture notes: Chapter 6 Turbojet and turbofan engines Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines
m  Example 6.4: If the afterburn
afterburner
er for the two
two--spool turbojet engine described in Example
V9  h RT9  521.3   operative. Additional data are: T0 max  1850K , ab  98%, pab  2%
s  6.
6.3 is operative.
 
The density of exhaust gases: Calculate:
Calculate
152.5 kPa   kg  a) The new values for thrust force and TSFC
p9
9    0.748  3  b) The thermal efficiency
RT9 J m 
287 710K   c) The percentage increase in thrust force
kgK d) The percentage increase in fuel consumption
The gas mass flow rate:
kg m  kg  Solution:
m 9  9V9A9  0.748 * 521.3 * 0.208m 2  81.15  
m3 s s 
 
The air mass flow rate:
 kg 
81.15  

m9 s   
m a      79.94  kg 
1 f 1  0.015169 s 
 

b) Thrust force
T  m a (1  f )V9  A9  p9  pa 
kg
 79.94
s
1  0.015169 * 521.3 ms  0.208m 2 152.5  101 * 103 Pa
 53, 015 N  53.015 kN 

c) Thrust specific fuel consumption (TSFC)

The thrust specific fuel consumption is: Stations for a two
two-spool
spool turbojet engine with afterburner
kg
fm a 0.015169 * 79.94    
TSFC   s  22.87 * 103  kg   22.87  g 
T 53.015N  N .s   N .s 
   
d) Propulsive efficiency
The propulsive efficiency is zero as this case represents a ground run (V=0.0).

e) Thermal efficiency
The thermal efficiency with V=0.0 is expressed as:

th 
m eVe 2

m a  m f Ve 2  1  f Ve 2
2m fQR 2m fQR 2 fQR
2
 
1  0.015169521.3 ms 
  0.202  20.2%
J
2 0.015169 45 * 106
kg
f) Overall efficiency
The overall efficiency is also zero as it is the product of both propulsive efficiency Cycle for a two
two-spool
spool turbojet engine with operative afterburner
(here zero) and thermal efficiency.
a) The new values for thrust force and TSFC
All the calculations in Example 6.6 are applied to the present case of operative
afterburner
afterburner up to the states (8 and 9).
① Afterburner

Dr. Tran Tien Anh@HCMUT 13 Dr. Tran Tien Anh@HCMUT 14

 Lecture notes: Chapter 6 Turbojet and turbofan engines Lecture notes: Chapter 6 Turbojet and turbofan engines

1  f cp,8AT08A  c p,7T07  1  f c T  T07  m eVe2

fab 
abQR  c p,8AT08A

p ,8 A 08 A

abQR  c p,8AT08A th  2 

m a  m f  m fab Ve2  m a 1  f  fab Ve2  1  f  fab Ve2
kJ
m f  m fab QR 2 m f  m fab QR 2m a  f  fab QR 2  f  fab QR
(1  0.015169) * 1.148 (1850  828.4)K

kgK
 0.0285 
1  f  f V
ab
2
9ab

0.98 * 45000
kJ
 1.148
kJ
* 2000K 2  f  f Q
ab R
kg kgK 2
 
p0,8A  p07 1  pab %  294.9kPa 1  2%  289kPa 1  0.015169  0.0285779 ms 
② Nozzle   0.161  16.1%
J
As usual a check for nozzle choking is performed as follows: 2 0.015169  0.0285 45 * 106
kg
p0,8A 1 1
 h
 4
 1.9336 c) The percentage increase in thrust force
pc
    1  h 1 3 Increase in thrust: ΔT%
1  1  h   4 4
 3 1

 n  h  1 

 1  3  1  T % 
Tab  T

75.073kN  53.656kN
 41.6%
 1    T 53.656kN
 0.94  4 
   1  d) The percentage increase in fuel consumption
 3  Increase in fuel consumption (Δf%)
p0,8A 289kPa fab  f 0.0285  0.015169
Then the critical pressure is pc    149.46kPa f %    87.88%
1.9336 1.9336 f 0.015169
pc  pa
Then the nozzle is also choked.
The exhaust gases leave the nozzle with a temperature ofT9A calculated as:
T     1 
 0,8A    h   1.167
 T9A   2 
T0,8A
1850K
 T9A   1585 K 
1.167
1.167
The exhaust temperature is then T9A  1585K , and the exhaust jet speed is calculated
from the relation:
4 J m 
V9ab  h RT9A  * 287 * 1585K  779  
3 kgK s 
 
The thrust is expressed by the relation:
Tab  m a 1  f  fab V9ab   A9  p9A  pa 
 
kg   m 
 79.94 1  0.015169  0.0285 779   0.208m 2 149.46kPa  101kPa 
s  
 s 
 64993  10080  75073N  75.073kN
The thrust specific fuel consumption (TSFC) is given by:
kg
m f  m fab m a  f  fab  79.94
s
0.015169  0.0285  g 
TSFC     49.82  
T T 75.073kN  kN .s 
 
b) The thermal efficiency
Thermal efficiency

Dr. Tran Tien Anh@HCMUT 15 Dr. Tran Tien Anh@HCMUT 16

 Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines Lecture notes: Chapter 6 Turbojet and turbofan engines
Example 6.5: A single--spool turbojet engine powers a military aircraft flying with a  1  1  1
T04  p04  p  p p     1 2 
   1 
Mach number (M) at an altitude where the ambient temperature is (T a). The      03    03 02     1  M 
compressor pressure ratio is (π) and the turbine inlet total temperature is (T 04). T7  p7    pa   p02 pa  
 2 
Assuming all the processes are ideal, constant air/gas properties (γ, cp) and constant  
(T04), and (f ≈ 0), prove that the maximum thrust force is obtained when:  
    
  1 2  
 1
2    T04 
  1
T04     1 2 
2
V7  2c p T04  Ta 1  M   1   1 
 
* 1  M    2      1 2  
   
 1  M  
Ta 
 2   

  2  

What will be the value at ground run (M=0)?  1 2
Denoting   1  M , then:
2
Solution:
   1 
Given
iven data    T 
V72  2c p T04  Ta    1  041  (a)
 Mach number (M)     

 compressor ppressure
ressure ratio is (π)   
 turbine inlet total temperature is (T 04) The thrust force is: T  m V7 V 
 f≈0 The thrust is a maximum when V7 is maximum.
Differentiate equation (a) with respect to compressor pressure ratio (π), then:
Same state designation of Fig. 6.3 is used here.  
V7     1  1     1  T 
2V7  2c p Ta     
  042 1 

         
 
  
V7
For maximum thrust, then =0

 
   1  
  
1
    1  1  T04 
Thus: Ta        2 1 
    
       
 
2 2
T    1    1    1 2 
 04  
 T           1  M 
Air total temperature at the compressor inlet is:  a Maximum .thrust     2 

   1 2 
T02  Ta 1  M  For ground run, M=0; thus:
 2  T    1 
2 
 04 
The total temperature at the compressor outlet is: 
 Ta 
      

Maximum _ thrust
 1

T03   T02
Neglecting fuel
fuel-to-air
air ratio, assuming constant ((cp), then the energy balance between
compressor and turbine yields:
T04  T05  T03 T02
  1 

 T05  T04  T03  T02   T04  T02    1
 
 
  1 2   
 1 
T05  T04  Ta 1  M    1
 2  
Vj2  2c p T05  T7 
 
   1 2    
 1

Vj2  2c p T04  Ta 1  M    1  T7 

  2  
  
The ratio between turbine inlet total temperature and exhaust static temperature is:
Dr. Tran Tien Anh@HCMUT 17 Dr. Tran Tien Anh@HCMUT 18
 Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines Lecture notes: Chapter 6 Turbojet and turbofan engines
  1 
Example 6.6: A single--spool turbojet engine powers a military aircraft flying with a 
  


Mach number (M) at an altitude where the ambient temperature iis (Ta). The The outlet total temperature to the compressor is: T03   T02
compressor pressure ratio is (π) and the turbine inlet total temperature is (T 04).    1 2 
Assuming all the processes are ideal, prove that the compressor pressure ratio is Where T02  Ta 1  M 
 2 
expressed by the relation:
  
 
Then
     1    1 2 
 1

T   fQ   T03   Ta 1 

M 
 04  c   (b)
  p    2 
 
 Ta  From equations (a) and (b), then:
    
     1
   fQ 
T04 
 1 2  cp 
Where:   1  M   
2   
T 1    1 M 2  
Evaluate the compressor pressure ratio for the two cases: T04=1200 and 1500 K  a 2 
 
   
Q
Assuming:  38, 300 , f=0.02,
02, M=0.8 and Ta=300 K J
cp With   1.4, c p  1005 :
kgK
Assume (γ=1.4)=constant. 3.5
 
1200  0.02  38300 
When T04  1200K , then      2.389
Solution:  300  1  0.2  0.64 
Given
iven data 3.5
 single
single-spool
spool turbojet  
1500  0.02  38300 
When T04  1500K , then      15.03
 ambient temperature is (T a).  300  1  0.2  0.64 
 The compressor pressure ratio is (π)
 turbine inlet total temperature is (T 04)
 T04=1200 and 1500 K
Q
  38, 300 , f=0.02,
02, M=0.8 and Ta=300 K
cp
 γ=1.4=constant.
 1 2
 1 M
2

Energy balance in combustion chamber is expressed as:

m fQ  m ac p T04  T03 
Dividing by m a , then:
fQ
 T04  T03  (a)
cp

Dr. Tran Tien Anh@HCMUT 19 Dr. Tran Tien Anh@HCMUT 20

 Lecture notes: Chapter 6 Turbojet and turbofan engines Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines
Example 6.7: A single-spool turbojet engine has an unchoked nozzle. The fuel-to-air Example 6.8: A single--spool turbojet engine has an unchoked nozzle.
ratio is assumed negligible. Prove that when the thrust is a maximum, then:
2
Ve  2Vf and p 
3

Solution:
Since the nozzle is unchoked and the fuel-to-air ratio is negligible, thrust force is
expressed by the relation:
T  m Ve Vf 
a) It is required to prove that:
Where m  Vf Ai
The thrust force assuming an ideal cycle is expressed by the relation:
Then T  Vf Ai Ve Vf   1 
T 2
 r c t  1    2
 
  
(r  1) 1   f        
T     1
Thrust is a maximum when
Vf
0 pa Aa  1 




  r  1  c r 
 

T T
Thus  Vf Ai  Ai Ve Vf   0 Where,   04
 Vf Ta
Vf  Ve Vf   0 The energy balance between turbine and compressor (neglecting the fuel
fuel-to-air
air ratio)
yields the relation:
Ve  2Vf
r (c  1)
Propulsive efficiency for unchoked and negligible fuel-to-air ratio is expressed by: t  1 

2Vf 2Vf 2
p    The maximum thrust is attained if the temperature ratio across the compressor has
Ve  Vf 2Vf  Vf 3

the value: c 
max
r

Zero thrust is generated if: c 
r
b) Plot:
T
The relations versus r
pa Aa
T
The relation versus c
pa Aa
The temperature ratio across different modules is expressed as:
T0a T02 T03
Ram: r  Diffuser (intake): d  Compressor: c 
Ta T0a T02
T04 T05 T06
Combustion chamber: b  Turbine: t  Nozzle: n 
T03 T04 T05

Solution:
The thrust force equation for an unchoked nozzle  pe  pa  is:
T  m a 1  f ue  ua   auaAa 1  f ue  ua 
   
 u 
 aua2Aa 1  f  e  1
 ua 

Dr. Tran Tien Anh@HCMUT 21 Dr. Tran Tien Anh@HCMUT 22

 Lecture notes: Chapter 6 Turbojet and turbofan engines Lecture notes: Chapter 6 Turbojet and turbofan engines
 p    For ideal diffuser, burner, and nozzle, then:
  a  ua2Aa 1  f  ue  1
 RTa   u  d  b  n  1
 a 
The exhaust total pressure can be then expressed as:
Then 

T  1  2  u     1 2  1
   ua 1  f  e  1 p0e  pa r c t   pa 1  M 
pa Aa  RTa    ua   2 

T    2  u  Since the nozzle is unchoked, then: pa  pe
   ua 1  f  e  1
 
pa Aa   RTa  

ua     1 2  1
   2   r c t  pa 1  M e 
T u  2 
   u 1  f  e  1
pa Aa a 2  a  ua  Moreover, with:
T  u    

  M a2 1  f  e  1 (a) r  r  1 , c  c  1 , t  t  1

pa Aa  ua  pa  pe
Mach number 
u u    1
M 
a

 RT
r c t  1  1   2 1 Me 2 
 
The ratio between exhaust and flight speeds may be correlated as: Thus:
ue M Te  1 2
 e (b) r c t  1  Me
ua M a Ta 2
2
The pressure ratio across different modules is expressed as: Me 2      1
 1 r c t
(c)
Ram:
p0a Also, ram total temperature is expressed as:
r   1 2
pa r  1  Ma
2
① Diffuser (intake): a~1~2
2
d 
p02 Ma 2 
 1 r
  1 (d)
p0a
Thus, the ratio between exhaust and flight Mach numbers is:
② Compressor: 2~3
p03
Me 2

    1
r c t
(e)
c 
p02
Ma 2
  1
r

③ Combustion chamber: 3~4 The exhaust total temperature may be further expressed as:
T0aT02T03T04T05T0e
p04 T0e  Ta
b  TaT0aT02T03T04T05
p03
④ Turbine: 4~5 T0e  Ta r d c b t n 
p05 With d  n  1 , then from (c):
t 
p04 T0e  Ta r c b t 
⑤ Nozzle: 5~6    1 2 
p T0e  Te 1  M e 
n  0e  2 
p05
T0e  Te r c t 
The exhaust total pressure may be expressed as:
 p  p  p  p  p  p  Te T
p0e  pa  0a   02   03   04   05  0e  Ta
 b  04
T03
  p0a 
 pa    p02   p03  p04   p05 
p0e  pa r d c b t n 
Dr. Tran Tien Anh@HCMUT 23 Dr. Tran Tien Anh@HCMUT 24
 Lecture notes: Chapter 6 Turbojet and turbofan engines Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines

T
Now, define   04
Ta
Then:
Te T04 T04 Ta T T T 
   04 02 a   (f)
Ta T03 Ta T03 Ta T03 T02 c r
From (a) through (f), then:
 1 
T 2
 r c t  1   2 
   
paAa

 1
 r  1 1  f     
   1
   1  c r 
  r  
 
Next, assuming that the turbine provides a work just sufficient to rotate the compressor,
then:
Wc  Wt
m a T03  T02   m a  m f T04  T05 
r c  1  1  f   1  t 
r c  1
t  1 
1  f   

Neglecting the fuel-to-air ratio, then:

r c  1
t  1  (g)

Now, to maximize the thrust for a certain flight Mach number, from equation (a), the
u  
ratio between exhaust and flight speeds  e  must be maximum.
   ua 
ue 
From equations (e) through (g): The thrust force attains a zero value when  1 , which is achieved when: c  
ua r
 e    M e  Te  r c t  1 
2 2
 u   
 u   M  T
 a  a a r  1 c r
 u 
2
   r c  1 
 e   1       1 
1   
 
 u     
 a r  1  t  c r  r  1   

c r 

2
 u   
 e   1       1   
 u 
 a r  1   r c c r 
Now, differentiate the above relation with respect to temperature ratio across the
compressor:
2
  ue   
  
1      0
 c r 
c  ua  r  1  r 2


r 
c2r

c 
max
r

Dr. Tran Tien Anh@HCMUT 25 Dr. Tran Tien Anh@HCMUT 26

 Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines
TURBOFAN

Example 6.9
Example 6.9: The Tomahawk is a long long-range
range subsonic cruise missile powered by a
solid
solid-fuel
fuel rocket booster and the small two-spool spool turbofan engine Williams
Internationa
International F107-WR
WR-402.
402. It has the following data:
 Flight speed Vf=247.22 m/s
 Ambient temperature Ta=275 K
 Ambient pressure Pa=0.79 bar
 Thrust force T=3.1 kN
 Specific fuel consumption =0.682 kg/kg
kg/kg-hh
 Bypass ratio =1
 Overall pressure ratio=13.8
 Fan pressure ratio=2.1
 Fan diameter=0.305 m
 Fuel heating value=43,000 kJ/kg

a) Air mass flow rate

Calculate
a) Air mass flow rate
b) Fuel
Fuel-to-air
air ratio
c) Exhaust gas speed
d) Engine maximum temperature

Solution

b) Fuel
Fuel-to-air
air ratio

c) Exhaust gas speed

Dr. Tran Tien Anh@HCMUT 27 Dr. Tran Tien Anh@HCMUT 28

 Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines
Example 6.10
spool forward unmixed turbofan engine is powering an airliner
Example 6.10: A two-spool
flying at Mach number 0.9 at an altitude of 10,500 m (ambient pressure, temperature,
sonic speed, and air densi
density
ty ratio are 24,475 Pa, 220 K, 297.3 m/s, and 0.3165,
respectively). The low
low-pressure
pressure spool is composed of a turbine driving the fan and
the low
low-pressure
pressure compressor. The high
high-pressure
pressure spool is composed of a high
high-pressure
pressure
compressor and a high
high-pressure
pressure turb
turbine.
ine. Air is bled from the outlet of high
high-pressure
pressure
compressor. The total temperature difference (in K) and pressure ratios for different
modules are recorded and shown in Table 6.3:
d) Engine maximum temperature Table 6.3 Modules results
Engine
Engine maximum temperature is analyzed from cycle analysis.

Diffuser, fan, and turbine nozzles have isent

isentropic
ropic efficiency of 0.9. Maximum cycle
temperature is 1500 K. Inlet area is 3.14 m2. Assume the following values for the
different variables: ηb=0.96, QHV=45, 000 kJ=kg, γair=1.4, and γgases=1.33

It is required to calculate:
a) Pressure recovery of diffuser rd
b) Total air mass flow rate
c) Isentropic efficiency of fan and low
low-pressure
pressure and high
high-pressure
pressure compressors
d) The fuel
fuel-to
to-air ratio (f)
e) The air bleed ratio (b)
f) The bypass ratio (β)
g) Area of cold and hot nozzles
h) The thrust force

Solution

Dr. Tran Tien Anh@HCMUT 29 Dr. Tran Tien Anh@HCMUT 30

 Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines

The modules of the engine and its different processes plotted on the T
T-ss diagram are
shown in Figs. 6.12 and 6.13.
a) Pressure recovery of diffu
diffuser rd

d) The fuel
fuel-to
to-air
air ratio (f)
Combustion chamber

b) Total air mass flow rate

c) Isentropic efficiency of fan and low

low-pressure
pressure and high
high-pressure
pressure compressors

Dr. Tran Tien Anh@HCMUT 31 Dr. Tran Tien Anh@HCMUT 32

 Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines

e) The air bleed ratio (b)

Comment Though this bleed ratio looks like a great percen

Comment: percentage,
tage, however, it will be Turbine nozzle
described in the turbine cooling sections that each blade row may need some 2 % of air Here also a check for the choking of turbine nnozzle
ozzle is followed:
mass flow rate for cooling, and the two turbines here have a total of five stages and so
ten blade rows. In addition bleeding has its other app
applications
lications for cabin air conditioning
as well as other anti
anti-icing
icing applications.

From equation (1)

Fuel-to-air
Fuel air ratio f=0.01968
This fuel
fuel-to-air
air ratio is a reasonable figure which assures the value previously obtained
for the bleed ratio.
f) The bypass ratio (β (β)
Energy balance for lowlow-pressure
pressure spool:

g) Area of cold and hot nozzles

Fan nozzle
The first step in nozzle analysis is to check whether it is choked or not by calculating the
pressure ratio:
h) The thrust force
Dr. Tran Tien Anh@HCMUT 33 Dr. Tran Tien Anh@HCMUT 34
 Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines
Example 6.11
spool unmixed turbofan engine (Trent 700) is shown in Fig.6.26.
Example 6.11: A triple-spool
Bleed air having a percentage of 8 % is taken from HP compressor to cool HP and IP
turbines as shown in Fig. 6.27.

Engine
Engine has the following data in Table 6.4 below:

For takeoff operation where Mach number M=0.2 at sea level, calculate:
a) The total temperature at the outlet of the fan and intermediate
intermediate- and high-pressure
high pressure
compressors
b) The total temperature at the outlet of the high-,, intermediate
intermediate-,, and low
low-pressure
pressure
turbines
c) The pressure and temperature at the outlet of cold and hot nozzles
d) Specific thrust, thrust specific fuel consumption, and propulsive, thermal, and overall
efficiencies

Solution
Dr. Tran Tien Anh@HCMUT 35 Dr. Tran Tien Anh@HCMUT 36
 Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines

a) The total temperature at tthe

he outlet of the fan and intermediate
intermediate- and high-pressure
high pressure
compressors

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 Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines

c) The pressure and temperature at the outlet of cold and hot nozzles

b) The total temperature at the outlet of the high

high-,, intermediate
intermediate-,, and low
low-pressure
pressure
turbines

Dr. Tran Tien Anh@HCMUT 39 Dr. Tran Tien Anh@HCMUT 40

 Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines
d) Specific thrust, thrust specific fuel consumption, and propulsive, thermal, and overall -------------------------------
efficiencies Example 6.12: Following data refer to double spool turbofan engine in which low
pressure turbine drives fan and high pressure tu
turbine
rbine drives compressor.
 Ambient state: 1 bar, 15°C
p02
 Fan pressure ratio
ratio:  1.5
p01
p03
 Overall pressure ratio:  28
p01
m bypass
 ratio, B 
By pass ratio  5.5
m core
 kg 
 Total mass flow rate of air: m total  m bypass  m core  200 
T 

s 
 Stagnati
Stagnation
on temperature at turbine inlet: 1300°C
 Mechanical efficiency m1  m 2  mechanical  96%
 Polytropic efficiency of fan and compressor=
compressor=ηpoly, fan=ηpoly, compr=90%
 Polytropic efficiency of turbine, ηpoly, turb=95%
 Pressure loss in combustion chamber=1.5 bar
 N
Nozzle
ozzle efficiency,
efficiency ηnozzle=95%
 Lower calorific value of fuel: 43100 kJ/kg
kJ kJ
 cp,air  1.005 ; c p,gas  1.14 ; gas  1.33
kgK kgK
Determine
a) air-fuel
fuel ratio,
b) specific fuel consumption and
c) specific thrust.

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 Lecture notes
notes:: Chapter 6 Turbojet and turbofan engines Lecture notes: Chapter 6 Turbojet and turbofan engines
 n 1 
 c 
p   nc   28 
0.328

 T03  T02  03   328.96K    631.82 K 

 p02   1.5 
③ Bypass flow
For flow of bypass atmospheric air through nozzle the nozzle may be checked for
whether it is inchoked state or not.
Critical pressure ratio for by pass air nozzle:
 1.4
pc  2  1  2 1.41
       0.528
p02    1  1.4  1 
Solution:
Using the polytropic efficiency for compression and expansion the iindex
ndex of p02
  1.89
compression and expansion can be obtained. pc
nc  1    1   
For compression: 
1
 air   1 1.4  1   0.328 p02

1.5
 1.5
    Actual pressure ratio for this nozzle:
nc  air  0.90  1.4 
polytropic ,compressor pa 1
   0.33 
n 1    1  Since critical pressure ratio (1.89) is more than actual expansion pressure ratio (1.5) so it
For expansion: T  polytropic,turbine  gas   0.95 * 

  0.223
nT  gas   1.33  means that by pass air nozzle is not choked and p8 may be taken equal to pa.
a) Finding air
air-fuel
fuel ratio
④ Fan nozzle
① Fan module Using nozzle efficiency
 n 1 
 c 
T  p  nc  h02  h08
In fan, 02   02  nozzle 
h02  h08s
1
T01  p01 
 nc 1 
 h02  h08 c p T02  T08  T  T08
 p  nc  nozzle    02
 T02  T01  02  h02  h08s c p T02  T08s  T02  T08s
 p01 
Then
Take p01  pa ; T01  Ta
T02  T08  nozzle T02  T08s 
0.328
1.5 
T02  288    328.96K
 1  For isentropic expansion process
 1
② Compressor module T08s  p08  

Given data
data:   
T02  p08 
p03
 28   1 
p01  T08s    p   
T02  T08s 
 T02 1  
  T02 1   08  
T02    p  
p02
 1.5    08  
p01  
 p 
Therefore
 03     1  

p03  p  28   gas 

 p  gas  
p02
 01 
 p  1.5 T02  T08   nozzleT02 1   p  
  08 

 02    02  
 p   
01

nc 1 
   1   1 
   p      1 3.5 
T  p  nc   
T02  T08  nozzleT02 1      0.95 * 328.96 1      34.22K
compressor:: 03   03 
a
In compressor  p02     1.5  
T02  p02    
   
Velocity at exit of nozzle:
h02  h08
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 Lecture notes: Chapter 6 Turbojet and turbofan engines Lecture notes: Chapter 6 Turbojet and turbofan engines

c2 c2  m   
  m 
h 2  2  h8  8  1  f  1.14 * 1573  1.005 * 631.82   f  43100
2 2  m c   m c 
c82 c22 Fuel-air ratio is:
 h8  h2 
2 2 m f
c82 c22 m c
43100  1.14 * 1573  1.14 * 1573  1.005 * 631.82
h2  h8  
2 2
m f
c82 c22 c2 f   0.028
 h2  h8   c p,air T2  T8   2 m c
2 2 2
⑥ HP turbine
c8  2c p,air * T2  T8   c22  2c p,air * T2  T8   0 For HP turbine driving the HP compressor the work output from HP turbine may be
Velocity of air at exit of fan nozzle equated towork required in HP compressor.
Wcompressor  m 1WHPT
c8  2 * 1.005 * 10 3

* 34.22  26.2m / s
m c h03  h02   m 1 m c  m f h04  h05 
By definition, bypass ratio  m 

m bp h 03
 h02   m 1 1  f h04  h05 
 m c 
B
m core
 m 

c p,air T03  T2   m 1 1  f c p,gas (T04  T05 )
Total mass flow rate of the air (include bypass flow and core flow)  m c 
 m   1 kJ kJ

m total  m bp  m core  m bp 1  core   m bp 1    1.005 631.82  328.96 K  0.96 1  0.0281.14 kgK * 1573  T05 
 m bp   B  kgK
or Temperature at HPT exit
Bm total  m bp B  1 kJ
1.005
kgK
631.82  328.96 K
Mass flow rate of bypass air:  T05  1573   1302.45 K 
kJ
kg 0.96 1  0.028 1.14
Bm total 5.5 * 200   kgK
 m bp   s  169.23  kg 
⑦ LP turbine
B  1 5.5  1 s 
 
LP turbine is used for driving fan so, output of LP turbine goes for driving fan.
kg m Energy balance equation:
Thrust available due to bypass air: Tbp  m bp * c8  169.23 * 262.26  44382 N 
s s m 2WLPT  Wfan
kg kg  kg 
Mass flow rate of hot gases (or core flow): m core  200  169.23  30.77   m 2 m c  m f h05  h06   m total h02  h01   m bp  m c h02  h01 
s s s 
 
 m   m 
 
⑤ Combustion chamber m 2 1  f  h05  h06    bp  1 h02  h01 
Applying energy balance on combustion chamber we get:  m c   m c 
m c
 m f  h04  m ch03  m f * CV m 2 1  f c p,gas T05  T06   B  1c p,air T02  T01 
 m  m kJ kJ
  0.96 1  0.028 1.14
1  f  h04  h03  f * CV 1302.45  T06   5.5  1 * 1.005 kgK 328.96  288
 m c  m c kgK
 m f  kJ
 
m f 5.5  1 * 1.005 kgK 328.96  288
1  m  h04  h03  m * CV  T06  1302.45   1057.96 K 
 c 
 c kJ
  0.96 1  0.028 1.14
m  m kgK
1  f C p T04  C p T03  f * CV
 m c  gas air
m c
Pressure at inlet to HP turbine: p04  p03  ploss  28  1.5  26.5 bar 
Pressure at exit of LP turbine (p06) may be estimated as under:
Dr. Tran Tien Anh@HCMUT 45 Dr. Tran Tien Anh@HCMUT 46
 Lecture notes: Chapter 6 Turbojet and turbofan engines Lecture notes: Chapter 6 Turbojet and turbofan engines
 n 
 T  1 b) Specific thrust
T   nT 1  1302.45  0.223
p05  p04  05   26.5    11.37 bar  h06  h07
T04   1573 
c62 c2
and h6   h7  7
 n 
2 2
 T  1
T nT 1  1057.96 0.223 c72
p06  p05  06   11.37    4.476 bar  h6  0  h7 
T05  1302.45  2
c72
⑧ Core nozzle module (hot gas)  h6  h7  c p,gas T6  T7 
Critical expansion pressure ratio of nozzle handling hot gases, 2
 gas
1.33 c7  2c p,gas * T6  T7 
   1 gas 1  2.33 1.331
 
  gas     1.85
 2 
 2  Velocity of hot gases at exit of nozzle
Critical pressure ratio=1.85
c7  2c p,gas * T6  T7 
Since critical pressure ratio is less than expansion ratio in nozzle for hot gas. So nozzle
will be inchoked state.  J  m 
 2 * 1.14 * 1000  * 142.28K  569.55  
p  kgK  s 
Because 06  4.476 >critical pressure ratio  
pa
kg m
Thrust due to hot gases  m c * c7  30.77 * 569.55  17.525 kN 
p s s
 06  1.85
p07 Total thrust=thrust due to bypass air + thrust due to hot gases
T  44.382  17.525  61.91 kN
Then
p06 4.476bar Definition of specific thrust:
 p07    2.42 bar  T 61.91kN kN
1.85 1.85 Specific thrust    0.309
m a kg  kg 
For hot exit nozzle 200  
h06  h07 s  s 
nozzle  1
h07  h07s c) Specific fuel consumption
Definition of specific fuel consumption (SFC)
h06  h07 c T  T07  T  T07
nozzle   p 06  06  m  
 f   kg 
h06  h07s c p T06  T07s  T06  T07s  m  * mc * 3600 0.028 * 30.77  * 3600s
 c  s   kg 
Then SFC    0.05  
total thrust 61.9 * 103 N  h .N 
 
T06  T07  nozzle T06  T07s 

For isentropic expansion process

  1 
 T07s    p   
T06  T07s 
 T06 1  
  T06 1   07  
T06    p  
   06  
 
therefore
   1  

  p  gas  
gas


T06  T07   nozzleT06 1   p  
  07 

  06  
 
 1.331  
 
  1  1.33  
T06  T07   0.95 * 1057.96 1  1.85    142.28K

   
 
Dr. Tran Tien Anh@HCMUT 47 Dr. Tran Tien Anh@HCMUT 48