Propulsion Systems

With Controls

http://www.hill.af.mil/museum/info/C-17.jpg
 Modern Turbofan Engines
Utilize air bypassing the core to increase
engine efficiency
Trade off of kinetic energy for greater
mass flow as bypass ratio increases
Two general classifications: Low Bypass
and High Bypass
 Low Bypass Turbofans
Bypass ratios less than 2 (twice as much air
around the core as through the core)
Enables much higher speeds (up to M~3), more
compact dimensions, and practical usage of
afterburners at an expense of fuel efficiency and
noise, making these engines suitable for fighters
Typical thrust class for this engine type is 10500-
22000lb, with the F119 putting out 35000lb with
afterburners
Typical T/W ratios of almost 8:1
SFC:~.75 lb/lbf*h
 High Bypass Ratio Engines
Bypass Ratios 10+:1 (if any larger it is usually more
efficient to mount a prop) utilizing large diameter fans
Have much larger thrust classes than low bypass
engines:30,000lb to as much as 130,000lb
The 75-100,000lb thrust class has become a popular
choice for airliners as only two engines are required
Takes advantage of the Law of Conservation of
Momentum to obtain large thrust values at the expense of
top speed (larger air mass at a slower velocity)
Average T/W from 5-6
SFC:~.37 lb/lbf*h
http://www.ae.gatech.edu/people/ptsiotra/Pictures/turbofan.gif
 Engine Controls
Compensators: Electronically limit an
engines thrust to match an engine to
another in pairs, so that mounting 2
engines on different sides of an aircraft
with not create yaw (usually utilize a
closed feed back system)
Engines must be individually tested to
calibrate compensators and for information
for FADEC usage
 Engine Controls Continued
FADEC: Full Authority Digital Engine Control (or
DEEC Digital Electronic Engine Control)
Controls Fuel Flow rates for precise control of
thrust, controls variable stator vanes, monitors
engines heath, and starting
Usually small enough to fit on engine (for larger
engines) otherwise requires mounting in aircraft
fuselage
 Inlets
Turbofan engines require airspeeds below
M=1 to operate properly
Supersonic inlet designs must incorporate
diffusers (normal or oblique shock) to slow
supersonic air to subsonic speeds
Engine ducting must feature smooth
transitions from inlet shape to the engines
inlet shape to prevent turbulent air from
entering the engine
 Nozzles
The nozzle is used to
accelerate the hot gas
from the combustion
chamber into the
atmosphere to produce
thrust
Some nozzles can adjust
exit area to achieve the
best thrust efficiency
Vectored thrust for
maneuverability http://www.pr.afrl.af.mil/win/nozzle.jpg
 Afterburners
Require high specific thrust operate efficiently
Lower specific thrust engines ie high bypass
engines will not provide
Trade off of engine efficiency for large short term
gains in thrust
SFC:~2 lb/lbf*h

www.enginehistory.org/P%26W/J58/J58_Afterburner.jpg
Necessary Propulsion Hardware
Engine
Starter: takes bleed air from another source and
transmits power through the engines gearbox
APU: Auxiliary Power Unit provides electrical
power from aircraft subsystems and provides
bleed air for engine starting
Can also be started using a ground cart or
explosive cartridge starting methods (B-52)
Fuel tanks, lines, and possibly auxiliary fuel
pumps to pump from tank to tank