Aileron
Wing \
aie Horizontal
Nacelle ~
se ae
=I
elage
all
=
l; Vertical
| stabilizer
Rudder
Cabin
w (or cockpit)
{ > Nose gear rata
ely Anna UniversitSir Isaac Nerden
Newton’s Three Laws of Motion
Every object in a state of uniform motion|
tends to remain in that state of motion
unless an external force is applied to it.
The relationship between an objects
mass m, its acceleration a, and the
applied force F is F=ma.
For every action there is an equal and
opposite reaction.
Anna UniversiLaw
F=ma
Basic physics demands that every vehicle that requires motion must have a force
to start, maintain or change that motion and every one is govemed by the equation
F=ima where
F is the force
m_ is the mass of the vehicle
a_ is the acceleration
Newton’s Seco
What does this simple equation really mean to us?
Those of us that want to go fast are most interested in how the vehicle accelerates
so we rearrange the equation to a=F/m.
For simplistic discussion lets call m weight
So if we want more acceleration to achieve more speed we need a bigger force or
a lighter weight or a combination of both
GDI Anna UniversiNewton’s Third Law
For every action there is an equal and opposite action
“A force in one direction produces an equal force in the opposite
direction”
Therefore, to move our vehicle we must produce a force in the
opposite direction we want to go.
For an propeller airplane the propeller moves enough air backwards
producing a force that moves the airplane forward
For a jet airplane the engine moves air and combustion products
backwards producing the force to move airplane forward
For a rocket, propellants are burned in the combustion chamber and
accelerated out the nozzle producing a force to propel the rocket in
the desired opposite direction.
Anna UniversiBasic Jet Propulsion
"ACTION REACTION
SS
‘The Jet Propulsion Principle (Newton's Third Law of Motion)
Massflow
Ce = . Thrust = mv
peed V
GDIP Anna University> Thrust is the force which moves an aircraft through the air.
> Thrust is used to overcome the drag of an airplane, and to overcome
the weight of a aircraft.
> Thrust is generated by the engines of the aircraft through some kind of
propulsion system.
GDIP eC Mel iAircraft Propulsion-Types
PROPELLER PROPULSION
HYBRID PROPULSION
JET PROPULSION
GDIP eC Mel iAircraft Propulsion-C
For any air-breathing propulsion, continuously
1. Draw in air.
2. Compress it.
3. Add fuel and burn (convert chemical to thermal energy).
4. Expand through a turbine to drive the compressor (extract work).
5. Then either
5.1 expand in a nozzle to convert thermal energy to kinetic
energy & momentum (turbojet), or
5.2 expand in a second turbine (extract work), use this to drive
a shaft for a fan (turbofan), or a propeller (turboshaft). The
fan or propeller impart k.e. & mom. to the air.
GDI Anna Universial Components
co
ie
c)
(ei
ir
e
a
S
i
a3
sasefi jsneyxa jo jer
adid [!2L
aulqun| ses
Joysnquios
JOSSBIGWOD JY
Jesnuid Iu]
Tc sel
Jhy auaudsowyy Bulwosul
GDIPitoi = hots
hark d=hs +id « D
¢ ct
Tj+—=T, —
‘ 2Cp s 2p
DY
ue -(2) I: P1= Pais]
%
pi_{ Tis \YorY
Pressure ratio, a.(F } € 2)
Compressor
Work We = No25 — hor = Cp (To2s — Tot) «3
_ p2_{ Tos y/y-1),
Pressure ratio, 2. 2) ( 4)
GDIP eC Mel iGas Turbine - Energy Relations
Combustion chamber
Heat supplied is given by
OQ, = Og ho3 — hors = Cp (To3 — Tors) « 5
Turbine
Work, Wr = Nig ~ hogs = Cp (To3 ~ Tos) ( 6
. p3_( Ts y¥/(¥-1)
Pressure al
rato Pa (2) Go
Exhaust nozzle
Nods = hoes
1
hag + Leby= hey 5
cds es
ey (8)
a+ 9g, Te 2c,
Ty, VOD
Pressure ratio ee. Za) (9%
Pe_\ Tes
GDIP ecmGas Turbine - Energy Relations Cont..
Air standard efficiency
The thermal efficiency or the air standard efficiency of the ideal cycle
1-2s-3-4s is given by
____Work
"J Feat supplied
_ Heat supplied ~heat rejected Q,-O,
* Heat supplied =O
2,
wel-= (10)
Ss
Considering static temperatures in the cycle, 1-2s—3-4s,
Q5= Cp (T3—T,)
Q,= Cp (T4s- T))
Therefore, Equation ( 10) gives
Tis-Ty
wl ah, ‘
GDIP Anna University
11)Gas Turbine - Energy Relations Cont..
The pressure ratio in the compressor and turbine is same
P2_ P3
r=—=— 12
Pi P4 ( )
Therefore, the corresponding temperature ratios are given by
Tes _ Ts _ ey
7777" (13)
Equation (13 ) in ( 11 ) gives
=1-12,;-—!—
Wel =l ea c 19
The actual work that is considered in aircraft propulsion is propul-
sive work = thrust x aircraft speed.
Therefore, the efficiency in Equation ( 14) is used only for tur-
boshaft and turboprop engines.
GDIP Anna UniversityEntropy
Wac =Mo2~ hot
i-1 Diffuser
1-2 Compressor
Compression through the inlet diffuser and the compressor
GDIP
eC mel)Gas Turbine Cycle-Component efficiencies G
Inlet diffuser
Small pressure Rise
Here the static pressure rise in the diffuser for a given change in the kinetic
energy 5(c;?—¢,2) is considered. The efficiency is defined as
_ Static pressure rise in the actual process
Static pressure rise in the isentropic process
Pi-Pi (15)
Prss—Pi
b=
Considering incompressible flow, p ~ constant
Pi-Pi=Par-—- PC —Pai + po?
1 ~Pi=Pot 2 1 ~ Poi 5 OS
Pr ~Pi= = Pe?-€)~Pa-Poi) ( 16
GDIP ecmGas Turbine Cycle-Component e
Stagnation pressure loss’ across the diffuser
(AP.)p = Poi - Pot (« 172
For the isentropic process i-1ss,
Pier—P:=Pai~—>- 0 C2—Pai+ po?
2 a.
1 2
PusPi= PC -¢) (18)
Equations (15 ) and ( 18 ) give
"p= ; Picks (19)
nae
Above expressions are fairly accirate for subsonic flows. For higher Mach
numbers at entry following definition may be adopted.
GDIP eC Mel iGas Turbine Cycle-Component efficiencies Co
Large pressure rise
hi Enthalpy change in isentropic diffusion
Enthalpy change in actual diffusion for the same exit pressure
(20)
Here the exit-velocity in the isentropic process is greater than that in the actual
process
C1>C)
‘The values of the diffuser efficiency in equations( 19) and(_.20) are nearly
the same for small pressure rise in the diffuser.
Efficiency in equation (20) can be expressed as a function of the Mach
number at the diffuser inlet or the flight Mach number.
ey]
Anna UniversiGas Turbine Cycle-Component efficiencies Co
Assuming T,~*T7,,=
Peels =) M?, therefore
7; 7; 2
( Pi ea
ea
np Shee ( 21)
35) yp
2
Compressor
The actual work done by the compressor on the air is
Woe = hoy — Noi = Cp (Tor To1)- (| 22)
Work or energy transfer in the isentropic process (1-28) is lesser than ihe nciual
on account of Ie ; this is given by
Wsc = ho2s — 401 = ep To2s -To1 ) Q@3)
Phe efficicney of the compressor based on equations (22) & (23)
Anna UniversiGas Turbine Cycle-Component efficiencies Co
ideal work input
Ne, = nw
ft actual work input
es heag-Hor_ Teas-To1 (24)
Wac hea—hoy T2-To1
The stagnation pressure ratio for the compressor, AssuMING Py2,™ Poo is
Tye = ee
Pot
: Ih
Therefore Ne= To Cee) (25)
Te Wt To
GDIP Anna UniversityGas Turbine Cycle-Component efficiencies Co
Combustion Chamber
The combustion of the fuel increases the enthalpy of the air-fuel mixture.
The mass of high temperature gases flowing from combustor to the turbine
and the propelling nozzla is —_kg/sec.
m= Nig + Ni
m= m,(1+f) ( 26)
All the energy of the fucl is not available for increasing the enthalpy of gases
in the combustion chamber; this is on account of incomplete combustion and
heat losses. The efficiency of the combustion or fuel burning is defined as
~ increase in the enthalpy of gases
Ne S
energy supplied in the fuel
ape (ig + 7) hes = Nig hoo ( 2
my Qy
Anna UniversitGas Turbine Cycle-Component efficiencies Cont..
This can be approximated to the following expression for very small values
of fuel-air ratio:
re hog— hop ( 28)
if Q
Where Qr— Calorific value of the fuel , Jikg
Combustion efficiency can also be defined by
_ theoretical fuel-air ratio
- actual fucl-air ratio
"B= 5 (29)
GDIP Anna UniversityGas Turbine Cycle-Component efficiencies G
Turbine
The condition of the gas at turbine entry is different from those of air
flowing through the inlet diffuser and the compressor
War = lig3 Nog = Cp (To3 - Tos) (30)
Wsr= hog — Tods = Cp (To3 - Tos) (31)
Total-to-total efficiency of the turbine is given by
Wat _ hos hos _ To3- Tos
Wet Mo3—hoss To3~ Tots
The stagnation pressure ratio for the turbine assuming Pg4, = Pgq
irs (32)
To3 — Toa
Po3
ToT = PA > aT = 3)
o 1
ral |
yl)
rept Wy
GDIP FEM)Gas Turbine Cycle-Component efficiencies G
Nozzle
The gases expand adiabatically to the exit pressure( ambient or slightly
higher than ambient). There is no energy transfer; only energy
transformation occurs. Mostly con. nozzle is used
hy—h T,4-T,
Yj Seas
(34)
Nog— hes Tog TesCrema rela Co
e Cycle-Component e
If the velocity at the nozzle om is small, T,,~ 7,; therefore
4—Te
=——__+____ (36)
EP
Energy equation gives
CH
1
Rog = hoe = he + 2
FoF altos he = My Whos hes)
cP =2 nj Cp (Toa Tes)
@-DA SF
e2=2mjepTas[1-( Fe" a ( )
Pos
GDIP Anna UniversiCrema
e Cycle-Component e
Mollier diagram - Expansion process
3-4 Turbine
4-e Nozzle
Entropy
GDIPGas Turbine Cycle-Aircraft Propulsion
In shaft power cycles, power is in form of generated
power. In air craft cycles, whole power is in the form of
thrust.
Propulsion units include turbojets, turbofans and
turboprops
¥In turbojets and turbofans, the whole thrust is generated
in propelling nozzles. In turboprops, most of the thrust is
produced by a propeller with only a small contribution
from exhaust nozzle.
GDIP Anna UniversityAircraft Propulsion
For any air-breathing propulsion, continuously:
1. Draw in air.
2. Compress it.
3. Add fuel and burn (convert chemical to thermal energy).
4. Expand through aturbine to drive the compressor (extract work).
§. Then either
5.1 expandina nozzle to convertthermal energy to kinetic
energy & momentum (turbojet), or
5.2 expand in a second turbine (extract work), use this to drive
a shaftfora fan (turbofan), ora propeller (turboshaft). The
fanor propellerimpart k.e. & mom. to the air.
GDIP ecmTypes of Gas Turbines
-
Turbojet
Turbofan
Turboprop Afterburning Turbojet
GDIP Anna UniversityJet Engine- Side and Front view
GDIP Anna UniversityJet Engine Principle
‘Compressor Combustor Turbine
+ Compressor — draws in outside air and increases
the pressure of the air
* Combustor — mixes fuel with the air, ignites mixture
* Turbine — extracts energy from the heated air
to turn the compressor and possibly other
components
GDIP Anna UniversityBrayton cycle
Compressor Combustor Turbine
Energy ay
OUTSIDE AIR
«0»
Constant pressure line
max pressure in engine
onstant pressure line
ambient pressure
Energy E1 << Energy E3 Entropy
Part of E3 used to drive the compressor
Rest of E3 used to generate thrust
Anna Universiaway view — SR 30 Engine
Radial Compressor Twine | | Combustor
Inlet
Nozzle
Exhaust
Nozzle
Oil Port
——— Compressor - Turbine Shaft Injector
4. Compressor Iniet 2. Compressor Outlet 3. Turbine Inlet
4. Turbine Outlet 5. Nozzle Exit
GDI Anna UniversiTurboprop Engine ( u < 800 kmph }
Propeller
Reduction gears
conten
f= Compressor [J Turbine
Basic parts of Turboprop Engine
90% - Propeller & 10% - Jet of gases
GDIPTurboprop Engine
Gear Box
Through a gear box, the power
from the engine shaft may be
used to spin:
a propeller (turboprop),
or a rotor (helicopter)
Propeller Core
or
Rotor
GDIP Anna UniversityTurboprop Engine-Cont..
+ Air approaches the propeller with low velocity, leaves
with higher velocity, and energy
+ This change in momentum of the particles is caused
by the force exerted by the propeller on the particles
* There is an equal and opposite reaction - the
particles exert a forward force on the propeller, called
thrust
GDIP Anna UniversityTurboprop Engine-Cont..
As the propelier turns...
Fo
Streamlines contract as they approach the propeller,
Velocity of the particles increases
GDIP ecmTurboprop Engine-Cont..
Thrust (T)
Mass flow rate =4(V,, +v) where 4 is the propeller disk area
Momentum flow rate = mass flow rate times velocity
Thrust = Rate at which Momentum flows out-
Rate at which momentum flows in
T = pA(V,, +v) (V,, +2) - pd (V,, +v) V,, = 2pA(V,, +v)v
Thrust is increased if the disk area 4 is large, and/or if the
excess velocity v is large
GDIP Anna UniversityTurboprop Engine-Co
1
c=
Fluid at rest
Fluid in motion
Ma
Pa
Flow boundary
Anna Universi
Thrust = change in momentum
between stations 1 & 2
Fo = tha (CC)
C1 = slight speed
Cy = Cy = Jet velocity
. . (Gg
F=ma(Cj—#)= ma al —2-1
effective speed jet ratio, «= =
SFTurboprop Engine- Cont..
There is a limit to the Disk area
* If we make the disk area too large, the blade radius and
diameter will be high
* Tip will spin will be traveling at a high speed
+ If cruise speed is also high, shocks will form on the blades
(critical Mach number!)
+ Additional power will be needed to overcome the drag on the
blades caused by the shock waves
+ Noise will also go up
* These factors have limited the use of propellers to aircraft that
have relatively low subsonic cruise speeds
(say, Mach 0.6 or less)
GDIP Anna UniversityTurboprop Engine- C
1
PN
Advantages
Fuel economy:
Turbo props have a high thrust power with respect to fuel consumption,
so they are very cheap to flyin regards to fuel costs.
. Performance:
For short field takeoffs & landings the turboprop has a distinct
performance advantage over jets who require greater runway lengths to
operate. Turboprops are also ideal for most hot-and-high altitude
operations
Disadvantages
Limited to lower speed and altitudes
Large propeller diameter
Engine is heavier and more complicated
Noisy and complex transmission
GDIP eC Mel iTurbojet Engine ( Oto 3
Basic parts of Turbojet Engine
2 a
Chamber
GDIPTurbojet Engine - Afterburner
BY-PASS AIRFLOW COOLING FLOW Nozze opepariNG
/ < SLEEVE
E700 deg.C retuawr |
|
/ /
AFTERBURNER Ler PIPE
VARIABLE
PROPELLING NOZZLE
» Afterburning is a method of augmenting the basic thrust of
an engine to improve the take-off, climb and (for military
purpose) combat performance.
» Afterburning consists of the introduction and burning of the
fuel between the engine turbine and nozzle, utilizing the
unburned oxygen in the exhaust gas to support combustion.
GDIP Anna UniversityTurbojet Engine - Afterburner
TAKE-OFF AND CLIMB,
8
R 6
5 3
e 2°
E §
< z
& 2
z
Un AFTERSURWING —»} =
—— r
| {ij |__| |
r oO 14 18 22 26 30
i : TEMPERATURE RATIO
THe
Assume a gas temperature before reheat — 913 K and after reheat —- 1542 K
= Thus temperature ratio = 1542/913 = 1.69.
= Velocity of the jet stream increases as the square root of the temp.ratio.
= Therefore, jet velocity = 1.69 =1.3
= Thus the jet stream velocity is increased by 30%. So thrust also increased
by 30%.
GDI Anna UniversitTurbojet Engine - Afterburner
A plane takes off from an aircraft carrier using Afterburners
Annaa Nya)
Compressor BasTurbojet Engine - Thrust
Finom = (ttg + mer Le —Iitgu
vt ¢ -small comparedto tng,
-- Finom = titgCe — tg
Fimom = t#q(Ce —#)
For = (Pe —Py Me
Internal and extemal flows for a propulsion device
F = ig(Ce—u)+ (e. —Pg
When Po = Fg then Ce =Cj
. |F =iMtg «; = x) ) whereCj effective jet velocity
GDI Anna UniversiTurbojet Engine- Co
Advantages
1. Suitable for long distance flights at higher speeds and altitudes
2. Lower frontal area and shorter landing gears
3. Thrust augmentation can be achieved through afterburner
Disadvantages
1. Take-off roll is longer requiring longer runway
2. TSFC is comparatively higher at lower speeds and altitudes
3. Uneconomical on short distance flights
4. Relatively noisy
fib) Anna UniversitTurbofan Engine IEA]
LOW PRESSURE
FAN COMPRESSOR
HIGH PRESSURE
TURBINE LOWPRESSURE
TURBINE
/
HIGH PRESSURE
COMPRESSOR
COMBUSTION
CHAMBER
= bs
7 / TURBINE \
Vf) A / rcessorv oan cheats
YW ty SECTION ley
a
inlet
CASE
GDI Anna UniversiTurbofan En
By-pass ratio =
VO Mass flow [3]/ mass flow [2]
Air 1
By-Pass Ratio = Secondary Stream _ Me
Primary Stream
mh
Modern Turbofan Engine By-Pass ratio = 8.0 or higher
GDIP eC MelTurbofan Engin
Con
By pass ratio schematic
Ait looking forward
4
ae.
EMO TessTurbofan Engine — Co
[Home Page
FAN
COMPRESSOR
FAN
FAN COMBUSTOR TURBINE NOZZLE
eepeees
>]
-—~ COMBUSTOR
= a TURBINE COMPRESSOR TURBINE AUGMENTOR
Al turbofan engine,
A high bypass turbofan engine. on lps Loan erg
J PMO esiscer
Free Stream
Cl ele ferme tg
7 = = . Thg= y+ mh
F = mV, - yy + MeVe — MM Spas
F = mV, - mV, + bpr my bpr-= thy / mh,
eneTurbofan Engine
Advantages
41.Short take-off roll due to increased thrust at low speeds
2.Comparatively quieter engine
3.Weight per unit thrust is lower than the turboprop system
4 Thrust is higher than that in turbojet engine
Disadvantages
1.Increased frontal area and drag
2.TSFC is higher compared to the turboprop engine
3.Complexity
4.Lower speed limit than that of turbojet engine
GDIP Anna UniversityThrust Specific Fuel Consumption
(TSFC)
= fuel mass flow rate Turbojet
air mass flow rate
33°
1 =tuel to air ratio (in, /th )
Fs = specific thrust. (F / mg)
F = net thrust
TSFC=1.0
TSFC = TSFC= 0.5
*ZI-
TSFC =
Low TSFC= High efficiency
High TSFC= Low efficiency
TurbofanReel an) (aime SACs
A simple jet
engine has no
Se ad - moving parts.
The speed of the
jet “rams” or
high compressed iow tue nection : forces air into
Aico an supersonic the engine.
Subsonic. ae
a vit best performs when the
“1 ema Craft is flying above Mach 2 or 3
i—> ‘tv Air is slowed down to near Mach
0.2, then combustion takes place.
Fuel injector
Central-body housing
GDI Anna UniversiRamjet Engine — key points
>» Aramjet engine provides a simple, light propulsion system for high speed
flight.
» Supersonic combustion ramjet called as scramjet
>» Ramjets and Scramjets have no moving parts
>» Aturbojet engine minus the compressor and turbine, but with a combustor is
known as ramjet engine
> Aramjet engine does not accelerate (it develops no static thrust) itself froma
standing start but requires some other form of propulsion, usually a rocket, to
accelerate it to near its operating period
® It has been used primarily in guided-missile systems. Space vehicles use this
type of jet
> Flame holders in the burner localize the combustion process. Burning occurs
subsonically in ramjet and supersonically in scramjet
> For ramjet and scramjet engines, the exit mass flow is nearly equal to the
free stream mass flow ( i.e.) a very little fuelis added
GDI Anna UniversiScramjet Engine [ Mach number > 6 ]
NASA's experimental space plane, X-43A, set a new record for aircraft (16-11-2004)
X-43A (unmanned test flight) reached Mac (6,600 miles/hr)
—_«,
First free flight scramjet
Inlet body — Fuel injection Nozzle
7
Supersonic Combustion Supersonic
Compression Exhaust
GDIP Anna UniversityRela to ec] in) Kaien ALC a
Advantages
1.High temperatures can be employed
2.Construction is very simple (no moving parts)
3.Lightest of all air breathing jets
4.lt can operate efficiently at high supersonic Mach numbers
5.It is not very sensitive to the quality of fuel
6.lt provides high thrust per unit weight
7.Cooling mush easier than turbojets as no turbine blades to cool
Disadvantages
1.lt requires a launching device at supersonic speed
2.It has low thermal efficiency and high TSFC
3.In efficient at slow speeds
4.Maximum operating altitude is limited
GDI Anna UniversiPerformance parameters
TsFc == or; where Fy ==
Ky m
Aig — fuel flow rate, F - thrust, F, — specific thrust,
m- flow rate, f - fuelair ratio
mC ;—u Cc;
Sprcific impulsel, = £ = walcy—u)_ “(a 7 es “(2 i}
w mg glu gla
if W=Wq then it is known as air specific impulse
GDIP ecmAircraft engine - performance
The performance of aircraft propulsion system can be judged by
various efficiencies like
1. Propulsive efficiency 2. Thermal efficiency 3. Overall efficiency
Propulsive power or Thrust power
Ip Power output of the engine
Power output of the engine
"th Power input to the engine through fuel
Propulsive power
"No
Power input to the engine through fuel
GDIP Anna UniversityAircraft engine - performance
Fu _ mile j—u)u _ 2a
"1-7 79). J. 2) C
4/2 n( cha? 1/2 wi( 2-22) cite
Fo — Tp * "th
GDIP ecmAircraft engine - performance
(high by-possratioy _ 0¥,0Y-Pass ratio)
The turboprop system is preferable
in the lower range of speed.
Performance of turbojet and turbofan
engines continues to improve with
speed
The improved propulsive efficiency
of the bypass system bridges the
efficiency gap between the
turboprop and the pure turbojet
PROPULSIVE EFFICIENCY per cent
AIRSPEED mp.h.
GDI Anna Universi