UNIT II

Turboprop and Turbojet

Turbo-Jet engine
 Working of Turbojet engine
• The basic components of turbojet engine are diffuser , compressor ,C.C ,
turbine and jet exit nozzle
• Air from the atmosphere entered (entering at velocity equal to the plane
speed) through the diffuser in which the air is compressed partially by ram
effect. i.e part of Kinetic energy of air stream is converted into pressure
energy. ; this type of compression is called as ram compression.
• The air is further compressed to raise the pressure of 3 to 4 bar in rotary
compressor (usually of axial flow type)
• The compressed air then enters the combustion chamber (C.C )where fuel
is added. The combustion of fuel takes place at constant pressure and
subsequently temperature rises rapidly.
• The hot gases from C.C then enter the gas turbine where partial expansion
takes place
• The power provided by the turbine is just sufficient to drive the
compressor fuel pump and other auxiliaries
• The exhaust gases from the gas turbine which are at a higher pressure
than atmosphere are expanded in a nozzle and a high velocity jet is
produced which provides a forward motion to the aircraft by the jet
reaction(Newton’s third law of motion)
• At higher speeds the turbojet gives higher propulsive efficiency.
• The turbojets are most suited to the aircrafts travelling above 800km/h
• The overall efficiency of a turbojet is the product of the thermal efficiency
of the gas turbine plant and the propulsive efficiency of the jet (nozzle)
• Advantages
1. It’s construction is much simpler as compared to a multicylinder
reciprocating IC engine for the same power output
2. The engine runs smoothly without vibrations
3. Much higher speeds possible (more than 3000 km/h achieved)
4. Power supply is smooth and uninterrupted
5. Engine weight to power output ratio is lower as compared to a reciprocating
engine.
6. Rate of climb higher.
7. Frontal area is smaller.
8. These are suitable for longer flights at higher altitude and speed
9. Fuel can burn over a large range of mixture strength
10. It requires less maintenance
• Disadvantages
1. Less efficient
2. Life of the unit is comparatively shorter
3. Propulsive efficiency and thrust are lower at lower speed
4. The Turbo jet becomes rapidly inefficient below a speed of 550 km/h
5. It produces more noise than a reciprocating engine.
6. Its capital cost is high
7. It requires longer runway for its takeoff and landing
8. Thrust specific fuel consumption is high
9. It is not economical for short distance flights.
10. Materials required are quite expensive.
Turboprop Engine Plant
Turboprop Engine
 Working of Turboprop Engine
• It is also called as propjet engine
• It is an intermediate device between a jet engine and reciprocating engine
( Propeller is driven by reciprocating engine)
• The Propeller is coupled to the turbine through a reduction gear.
• Here the expansion of gases takes place partly in turbine 80% and partly 20% in
the nozzle.
• Turboprop consists of an intake, compressor, combustion chamber, turbine and a
propelling nozzle.
• Air is drawn into the intake and compressed by the compressor.
• Fuel is then added to the compressed air in combustion chamber, where the air
– fuel mixture burns.
• The hot combustion gases expand through the turbine.
• Some of the power generated by the turbine is used to drive the compressor.
The rest is transmitted to the propeller through the reduction gear.
• I.e The power developed by the turbine is used to drive the compressor
and the propeller
• Further expansion of the hot gases takes place in the propelling nozzle,
where the gases exhaust to atmospheric pressure.
• The propelling nozzle provides approximately 20% thrust by velocity
difference of gases leaving and air entering the aircraft, while the rest of
thrust is provided by propeller. Therefore the propeller and jet produced
by the nozzle give forward motion to the aircraft.
• The overall efficiency is improved by providing the diffuser before the
compressor.
• The pressure will be increased in the diffuser.
• This pressure will be increased due to conversion of KE of incoming
air(equal to aircraft velocity) into pressure energy by the diffuser.
• This type of compression is known as “Ram effect”.
• Advantages
1. It requires shorter runway for its takeoff and landing
2. Thrust-specific fuel consumption is low
3. Propulsive efficiency is high
4. It is useful for short range flights with a speed of 600 km/h
• Disadvantages
1. These engines can be used only for low speeds , low altitude , and short
range of flights
2. The engine is heavier and more complicated. It has higher weight per
unit thrust
3. Propulsive efficiency is decreases at higher speeds
 The working of turbo prop and turbojet engine is same , accept
the following differences

Turbojet engine Turboprop engine

1. Expansion in turbine is
shorter
2. Turbine power is just
sufficient to drive
compressor
3. Thrust is produced by
reaction of jet only
1. Expansion in turbine is
longer
2. Turbine power is sufficient
to drive compressor and
propeller
3. Thrust is produced by
propeller and reaction of
jet
 Analysis of Turbojet cycle
• The basic cycle for the turbojet engine is the brayton cycle is
shown in the below fig.
• The various processes are as follows
• Process 1-2
• The air entering from atmosphere is diffused isentropically
from velocity C1, down to zero (i.e C2 = 0). This indicates that
the diffuser has an efficiency of 100%, this is termed as ram
compression. Process 1 – 2’ is the actual process
• Process 2-3
• Isentropic compression of air. Process 2’-3’ shows the actual
compression of air
• Process 3-4
Ideal addition of heat at constant pressure P3 = P4
Process 3’ – 4 shows the actual addition of heat at constant
pressure P3 = P4’.
• Process 4-5
Isentropic expansion of gas in the turbine
Process 4-5’ shows the actual expansion in the turbine.
• Process 5-6
Isentropic expansion of gas in the nozzle
Process 5’-6’ shows the actual expansion of gas in the nozzle
•• Consider
  1 hg of working fluid flowing through the system
• Diffuser
• Air enters the diffuser from the surrounding atmosphere at
temperature T1 and pressure P1 at flight velocity Ca. The air is
slowed down in the diffuser and KE of air is converted into
static pressure. Actual diffusion process 1-2’ and isentropic
diffusion process 1-2 are shown in T-s diagram
• Between states 1 and 2 the energy equation is given by
h1+ + Q1-2 = h2+ + W1-2
Where Ca = C1 = Velocity of entering air from atmosphere
• In
  an ideal diffuser C2 = 0, Q1-2 = 0 and W1-2 = 0
Enthalpy at state 2 is, h2 = h1 + kJ/kg
or T2 = T1 + ( h = CpT)
Process 1-2’ shows actual process in diffuser
• Diffuser efficiency
diffuser =
• 
  d= =
• h2’ - h1 = (since h2 - h1 = )
h2’ = h1 +
• T2’ - T1 = (since T2 - T1 = )
T2’ = T1 +
• Compressor
 
• The diffused air at pressure P2 and
temperature T2 enters the compressor and is
compressed to pressure P3
• Energy equation between states 2 and 3 gives
• h2+ + Q2-3 = h3+ + W2-3
• Assuming changes in potential and kinetic
energies to be negligible
• Isentropic
  compression work
W c = h2 – h 3
But compression work input is –ve
wc = h3 – h2 = Cp( T3 –T2 )
• Actual work input to compressor
Wc = h3’ – h2 = Cp (T3’ – T2)
• The
  isentropic efficiency of the compressor is
given by
c = =
c =
Actual work input to compressor
Wc = h3’ – h2 =
Wc = Win =
• Combustion
  chamber
• The isentropic heat supplied in combustion
chamber
Q = h4-h3 = Cp (T4-T3)
• Actual heat supplied Qa = h4-h3’

• or Qa = Cpg T4 – Cpa.T3’
• Where
  Cpg and Cpa are specific heats of gases
and air at constant pressure
• The combustion efficiency is defined as
comb =
comb =
• Turbine
 
• The hot combustion gases generated in the
combustion chamber expand partially in the
turbine from pressure P4 and temperature T4
to pressure P5 and temperature T5.
• Between states 4 and 5 the energy equation is
given
• h4+ + Q4-5 = h5+ + W4-5
• Q
  4-5 = 0 and neglect KE, then turbine work
• Isentropic expansion work in the turbine
W4-5 = Wt = h4-h5 = Cp (T4 – T5)
• Actual turbine work = h4 – h5’
= Cp(T4-T5’)
• Isentropic efficiency of the turbine
T =
•  T =
=
• WT = TCp(T4-T5)
• Note:
For Turbojet engine
Turbine work = Compressor work
• Jet
  Nozzle
• After partial expansion of combustion gases in
the turbine the gases enter the nozzle and
expand adiabatically from the state 5 to the
state 6
• Energy equation between states 5 and 6
• h5 + = h6 + …Ideal case
• h5’ + = h6’ + …Actual case
• C
  5’2 is very less as compared to C6’2 so we can
neglect C5’2
• Then h5’ = h6’ +
• The nozzle efficiency
n =
=
•  The jet velocity can be obtained as
• Cjet = C6’ =
=
or
C6’ =
 Problems
1. A turbo-jet engine consumes air at the rate of 60.2 kg/s when flying at
a speed of 1000 km/h
• Calculate:
i. Exit velocity of the jet when the enthalpy change for the nozzle is 230
kJ/kg and velocity co-efficient is 0.96.
ii. Fuel flow rate in kg/s when air-fuel ratio is 70:1
iii. (iii) Thrust specific fuel consumption
iv. (iv) Thermal efficiency of the plant when the combustion efficiency is
92% and calorific value of the fuel used is 42000 kJ/kg
v. (v) Propulsive power
vi. (vi)Propulsive efficiency
vii.(vii) Overall efficiency
• Solution:
• Given data:
• Rate of air consumption ma = 60.2 kg/s
• Enthalpy change for nozzle, h = 230 kJ/kg
• Velocity coefficient, z = 0.96
• Air-fuel ratio = 70:1
• Combustion efficiency, combustion = 92%
• Calorific value of fuel, C.V = 42000 kJ/kg
•Aircraft
  Velocity Ca = = 277.8 m/s
1.Exit velocity of Jet Cj
• Cj = z , where is in KJ
= 0.96 = 651m/s
i.e Exit velocity of Jet = 651 m/s
2. Fuel flow rate
• Rate of fuel consumption
f = = = 0.886 kg/s
•3.Thrust
  Specific fuel consumption
• Thrust is the force produced due to change of
momentum
• Thrust produced
= a(Cj-Ca) , neglecting mass of fuel
= 60.2(651-277.8) = 22466.6 N
Thrust specific fuel consumption
• = =
= 3.828*10-5 kg/N of thrust/s
•4.Thermal
  efficiency
thermal =
=
• =
• = = 0.3139 or 31.39%
•5.  Propulsive power
• Propulsive power
= a = KW
= 10433.5 KW
6. Propulsive efficiency
•  prop = =
=
= 0.598 or 59.8%
•7.  Overall efficiency
• o =
=
=
= 0.1878 or 18.78%
2. The following data pertain to a turbojet flying at an altitude of 9500m:
• Speed of the turbojet = 800km/hr
• Propulsive efficiency = 55%
• Overall efficiency of the turbine plant = 17%
• Density of air at 9500 m altitude = 0.17kg/m3
• Drag on the plane = 6100N
• Assuming calorific value of the fuels used as 46000kJ/kg
• Calculate
1.Absolute velocity of the jet
2.Volume of air compressed per min
3.Diameter of the jet
4.Power output of the unit
5.Air fuel ratio
•  
Given data
• Altitude = 9500m
• Ca = = 222.2 m/s
• propulsive = 55%
• overall = 17%
• Density o air at 9500m altitude = 0.17kg/m3
• Drag on the plane = 6100N
•1.  Absolute velocity of jet = (Cj-Ca)
•  propulsive =
0.55 =
• Cj = - 222.2 = 585.8 m/s
• Absolute velocity of jet = Cj – Ca
= 585.8 - 222.2 = 363.6m/s
•2.  Volume of air compressed per min
• Propulsive force = a (Cj-Ca)
6100 = a (585.8-222.2)
a = 16.77 kg/s
Volume of air compressed/min
= * 60
= 5918.8 kg/min
•3.  Diameter of the jet, d
• d2 Cj = 5918.8
d2 * 585.8 =
1/2
d=
= 0.463m = 463mm
i.e dia of the jet = 463mm
•4.  Power output of the unit
• Thrust power = Drag force velocity of turbojet
= 6100 222.2 N – m/s
= = 1355.4kw
• Turbine output =
= = 2464.4kw
•5.  Overall efficiency
• O =
0.17 =
f = = 0.315kg/s

• Air fuel ratio = = = 53.24

i.e Air fuel ratio = 53.24:1
• turbo-jet
A   engine travels at 216 m/s in air at 0.78 bar and -7.2.
Air first enters diffuser in which it is brought to rest relative to
the unit and it is then compressed in a compressor through a
pressure ratio of 5.8 and fed to a turbine at 1110. The gases
expand through the turbine and then through the nozzle to
atmospheric pressure (i.e.,0.78 bar). The efficiency of turbine is
80%. Pressure drop inthe combustion chamber is 0.168 bar.
Determine:
(i) Air-fuel ratio;
(ii) Specific thrust of the unit;
(iii) Total thrust, if the inlet cross-section of diffuser is 0.12
Assume calorific value of fuel as 44150kJ/kg of fuel
•  
Solution:
Speed of the aircraft, = 216m/s
Intake air temperature, = -7.2+273= 265.8K
Intake air pressure, = 0.78 bar
Pressure ratio in the compressor,P3/P2= = 5.8
Temperature of gases entering the gas turbine ,
= 1110+273 = 1383K
Pressure drop in combustion chamber =0.168 bar
= ; = 90% ; =80%
Calorific value of fuel. C.V.= 44150 kJ/kg of coal
• (i).
  Air fuel ratio
• For ideal diffuser i.e. process 1-2 the energy
equation is given by
h2 = h1 + kJ/kg or h2 - h1 =
T2 - T1 = or T2 = T1 +
= 265.8 + = 289k
• For
  actual diffuser (i.e. process 1-2’)
• d = =
h2’ - h1 =
h2’ = h1 + = h1 +
T2’ = T1 +
= 265.8 + = 291.6k
•  = 
=
(=
P2 = 0.78 * ( = 1.044bar
Again = = = 1.652
T3 = 291.6*1.652 = 481.7k
•  c = or T3’ = T2’ +
= 291.6 + = 502.8K
• Assume Cpg = Cpa = Cp
• Heat supplied =
(ma+mf)CpT4 – maCpT3’= mf*CV
maCpT4 + mfCpT4 – maCpT3’ = mfCV
maCp(T4-T3’) = mf (CV-CpT4)
•  = = = 48.34
• Air fuel ratio = 48.34
• (ii) Specific thrust of the unit
• P4= P3 – 0.168 (since p3/p2 = 5.8)
• = 5.8 * 1.044 – 0.168 = 5.88bar
• Assume that the turbine drives compressor only
• Cp(T3’-T2’) = Cp(T4-T5’)
• T3’ – T2’ = T4 – T5’ or T5’ = T4 – (T3’-T2’)
• = 1383 – (502.8-291.6) = 1171.8K
•  
Also t = or T5 = T4 -
• = 1383 - = 1119K
• =
• ( = or P5 = 2.8bar
• =  = 1.44
• T  6 = = 813.75K
n =
T6’ = T5’ – n(T5’-T6)
1171.8 - 0.9 (1171.8-813.75) = 849.5K
• The velocity at the exit of the nozzle
• Cjet = C6’ = 44.72
=
= 44.72 = 804.8
• Specific
  thrust = (1+mf)*Cj =*804.8
• = 821.45N/kg o air/s
• (iii) Total thrust
• Volume of flowing air V1 = 0.12*216 =
25.92m3/s
• Mass flow ma =
• = = 26.5 kg/s
• Total thrust = 26.5*821.45 = 21768.4 N