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.
