Optimum Layout for a Turbofan Engine

P M V Subbarao
Professor
Mechanical Engineering Department

An excellent Option for Afterburnet Turbofan ….

 Mixed Flow Turbofan Engine

8
6h
1 3 4 5 7
2
6c
p06 c  p03
 Ideal Mixer
• Ideal Mixer : Constant Total Pressure Process.
• For a stable operation of the mixer, the inlet static
pressures of core flow and fan flow must be equal.
• If they are not, back flow will occur in either the fan or
core.
p6 c  p 6 h
p06c  p06 h  p07  p03
 M 06c  M 06 h
The stagnation pressure ratio across the fan:
p03 p06 h
 r0 p , fan 
p02 p02
 p06 h p06 h p04
r0 p , fan   
p02 p04 p02

5 6h
4 7 8
1 2 3
6c
p06 h p04
r0 p , fan    r0 p ,comp  r0 p , fan  r0 p ,turbine
p05 p02
 1  r0 p ,comp  r0 p ,turbine 1   0 p ,comp  0 p ,turbine

Adiabatic mixing process:

 
 

mcore 1  f c pT06 h  m fan c pT06c   m core 1  f   m fan c pT07
 

1  f T06h  T06c  1    f T07

T07 
1  f T06 h  T06 c
1    f 
  T06 h  T05 0 p ,turb   0,cc 0 p ,turbineT0 

T06 c  T03   0 p , fanT0 

1  f  0,cc 0,ccT0   0 p , fanT0

T07 
1    f 

T07  T0 
1  f     0 p , fan 
0 ,cc 0 ,turbine

1    f 
T08  T07  T0 
1  f     0 p , fan 
0 ,cc 0 ,turbine

1    f 
p08  p06c  p06 h  p07  p03  r0 p , fan p0 


  1 2   1
p08  p8 1  M 8   r0 p , fan p0 
 2 
 1
 
2 2   p  

M8   0 p , fan    1
0
 1   p  
 
 2 2   T0   
M  8  0 p , fan    1
 1   T  

T08
T8 
 1 2
1 M8
2

T08  T0 
1  f     0 p , fan 
0 ,cc 0 ,turbine

1    f 
2 2
V  RT8 M
8 8  V jetmix  RT8 M 8
 Generation of Thrust : The Capacity

FT ,mixed  m core 1    f V jetmix  1   Vac 

Propulsive Power or Thrust Power: Pp  FT ,mixedVac

Specific Thrust based on total jet flow S

FT ,mixed
S mixed 
m core 1    f 
Thrust Specific Fuel Consumption TSFC

m fuel
TSFC 
FT ,mixed

m fuel
TSFC 
m core 1    f V jetmix  1   Vac 
f

1    f V jetmix  1   Vac
 Aviation Appreciation
Propulsion Efficiency

Thrust Power
 propulsion 
Available Kinetic Power of the Jet

FT ,mixedVac
 propulsion 
m core
2
 1    f V jetmix
2
 1   Vac2 
Theory of Mixing: 1   0 p ,comp  0 p ,turbine

Theory of Jet Propulsion : Jet Enough Work

  
 W compressor  W fan  W turbine
Performance Analysis of Mixed Turbofan Engine

P M V Subbarao
Professor
Mechanical Engineering Department

Synthesize new Layout for better fuel Economy….

 Mixed Flow Turbofan Engine

8
6h
1 3 4 5 7
2
6c
p06 c  p03
 Generation of Thrust : The Capacity

FT ,mixed  m core 1    f V jetmix  1   Vac 

Propulsive Power or Thrust Power: Pp  FT ,mixedVac

Specific Thrust based on total jet flow S

FT ,mixed
S mixed 
m core 1    f 
Thrust Specific Fuel Consumption TSFC

m fuel
TSFC 
FT ,mixed

m fuel
TSFC 
m core 1    f V jetmix  1   Vac 
f

1    f V jetmix  1   Vac
 Aviation Appreciation
Propulsion Efficiency

Thrust Power
 propulsion 
Available Kinetic Power of the Jet

FT ,mixedVac
 propulsion 
m core
2
 1    f V jetmix
2
 1   Vac2 
Non-dimensional Specific Thrust Mixed –Flow Fan : Effect of Bypass Ratio

r0p,comp=15

Non-dimensional TSFC
Mac=0.75
cc=5.78
 Subsonic Operation : Mixed Turbo Fan: Mac=0.75

Fan Pressure Ratio

Bypass Ratio

Compressor Pressure Ratio

 Supersonic Operation : Mixed Turbo Fan: Mac=2.0

2 Fan Pressure Ratio

Bypass Ratio

4
5

Compressor Pressure Ratio

 Subsonic Operation : Mixed Turbo Fan : Mac=0.75

Fan Pressure Ratio

Specific Thrust kN.s/kg

2
3
4
5

Compressor Pressure Ratio

 Supersonic Operation : Mixed Turbo Fan : Mac=2.0

Fan Pressure Ratio

Specific Thrust N.s/kg

2
3

Compressor Pressure Ratio

 Subsonic Operation : Mixed Turbo Fan : Mac=0.75

Fan Pressure Ratio

TSFC

5
4
3
2

Compressor Pressure Ratio

 Supersonic Operation : Mixed Turbo Fan : Mac=2.0

5 Fan Pressure Ratio

4
3
TSFC

Compressor Pressure Ratio

 Designs for Fuel Economy: Subsonic Flight

5
TSFC

Fan Pressure Ratio

4
3 Fan Pressure Ratio
2

Compressor Pressure Ratio

Bypass Ratio

Compressor Pressure Ratio

 TF30: Pratt and Whitney Mixed Flow Turbofan Engine

The TF30−P−414 engine is a mixed−flow, dual spool afterburning low−bypass

turbofan designed and manufactured by Pratt and Whitney Aircraft of West
Palm Beach, Florida.
The engine incorporates a nine−stage low pressure compressor including a
three−stage fan driven by a three−stage low pressure turbine; and a 7−stage axial
flow high−pressure compressor driven by a single−stage high−pressure turbine.
 SPECIFICATIONS:TF30
• Development of TF30−P−414 was initiated in March 1969.
• TF30−P−414A was placed in service in October 1982.
• 929 TF30−P−414’s were converted to P−414A’s withconversion kits;
conversion completed November 1987.
• 269 P−414A’s were purchased.
• Max Design Pressure Ratio, SLS:Fan: 2.14 to 1 Overall: 19.8 to 1
• Airflow Capacity: Bypass airflow ratio: 0.878 to
1
• Max rated airflow: 242.0 lbs/s
F110-GE-400 Mixed Flow Turbofan Engine
 Details of F110-GE 400
• The F110−GE−400 engine is a mixed−flow, dual spool afterburning
low−bypass turbofan designed and manufactured by General Electric
Aircraft Engines in Lynn, Massachusetts.
• The engine is of modular construction, consisting of six engine
modules, and an accessories gearbox.
• The engine incorporates a 3−stage fan driven by a two−stage low
pressure turbine; and a 9−stage axial flow high−pressure compressor
driven by a single−stage high−pressure turbine.
• To moderate engine performance at various power levels the engine
features a variable geometry system.
• The combustor is a through flow annular type.
• The hinged flap cam−linked exhaust nozzle is hydraulically actuated.
• The engine−mounted accessory gearbox provides the necessary
extracted power needed to drive the accessories.
• The engine control system regulates speeds, temperature levels and fuel
flow for afterburning and non−afterburning operation.
• The lubrication and ignition system are self−contained on the engine.
• Development was initiated April 1984 and engine was placed in service
in late 1986
 SPECIFICATIONS:F110-GE - 400

• Max Design Pressure Ratio, SLS:Fan:3.2 to 1

• Overall: 29.9 to 1
• Airflow Capacity: Max rated airflow:
270.0 lbs/s
Twin Spool Turbofan Engine
Twin Spool Turbofan Engine
Twin Spool Turbofan Engine
Rolls Royce RB211-535 Engine : Three Spool Turbofan
Engine
Three Spool Turbofan Engine
Economy Flying
 Requirements of Economic Flying

• In recent years, interest in highly efficient flight

transportation is renewed.
• This has spurred investigation into very high bypass ratio
fans.
• Some economic optimization of turbofan cycle shows a
bypass ratio of 100.
• The weight of cowl and drag due to the cowl will have
high penalty on total cost if bypass ratio is greater than 25.
• This led to thinking of high bypass ratio open turbofan
engines.
• Turboprops.