Aeronautical Propulsion

Q2, 24/04/2014

EETAC
Midterm Exam

Aeronautical Propulsion: Questions & Exercises

Exercise
The preliminary design of a portable gas turbine for power generation in a remote cold region where
ambient temperature rarely rises above T0 = 280 K aims at the following target parameters:
Maximum TET: 1786 K
Turbomachinery politropic efficiencies
compressor: 85%
gas generator turbine: 95%
power turbine: 95%
Pressure loss coefficients
intake: 1%
burner: 5%
nozzle: 1%
For the initial analysis, the nozzle discharge velocity is considered negligible and the adiabatic coefficient
taken constant at its average value = 1.35 throughout the engine. The ambient pressure will be taken
as p0 = 101.325 kPa.
1. (1p) Estimate the compressor temperature ratio c that will allow for the smallest portable gas
turbine.
This temperature ratio can be exploited to assess the target operating conditions for the compressor. Use
c = 2.625 in case you dont trust your previous result.
2. (1p) Compute the compressor pressure ratio. Use = 1.38 as the mean value for the adiabatic
coefficient in the compressor section.
3. (1p) Compute the compressor isentropic efficiency.
For a more accurate estimation of the compressor pressure ratio and isentropic efficiency, repeat the
previous two calculations taking into consideration the variation in the thermodynamic properties of air
with temperature.
4. (1p) Give a more accurate estimation of the compressor pressure ratio.
5. (1p) What is the corresponding isentropic efficiency?

Practical Questions
1. (1p) Nombra los factores de la ecuaci
on del empuje indicados con un crculo.
E=

Ga
g

( Vs Ve ) +

Gf
g

Vs + As ( Ps Pe )

2. (1p) Nombra las diferentes partes marcadas del motor del dibujo de la forma mas completa.

3. (1p) Define de la forma m

as sencilla la ubicacion y mision de los filtros de u
ltima oportunidad de
un sistema de lubricaci
on
4. (1p) En el esquema de lubricaci
on adjunto indica con la letra correspondiente los siguientes elementos:
A la bomba de presi
on del sistema
B la valvula reguladora de presi
on del sistema
C el transmisor de presi
on del sistema
D la bomba de recuperaci
on de la caja de accesorios
E el intercambiador de calor de aceite-combustible
5. (1p) En el esquema de combustible adjunto indica con la letra correspondiente los siguientes elementos:
A la bomba centrfuga de combustible (Primer escalon)
B el calentador de combustible
C el transmisor de fuel flow

Solutions to Exercise
1. Designing the smallest possible gas turbine requires that it can produce the required power with
minimum air flow, i.e. minimum section. This is the same as asking for the highest specific work
output:


 1
c = cw = 4 1 + pT 1+cp tp = 2.5 ,
where we have used that 0 = 9 = 1 (on ground gas turbine with negligible exhaust velocity),
4 = Tt4 /T0 = 6.379, tp = ptp = 0.95, cp = 0.85 and
1
1
ptp T =
ptp (i + b + n ) = 0.01724,

with = 1.35, i = 0.01, b = 0.05 and n = 0.01.

pT =

2. Using the temperature ratio across the compressor along with its politropic efficiency cp = 0.85
and the mean adiabatic coefficient = 1.38, the pressure ratio is

c = c1

cp

= 16.92 (19.67).

3. The compressor isentropic temperature ratio is

1

ci = c = 2.179 (2.27).
Considering a calorically ideal gas through the compressor, the isentropic efficiency is obtained as
Tt3i Tt2
c 1
ci =
= 0.786 (0.782).
= i
Tt3 Tt2
c 1
4. Now Tt2 = Tt0 = 0 T0 = T0 = 280 K, and = 0 in the compressor (no fuel has been added yet).
The gas tables provide, without any need for interpolation,


Tt2 = 280 K
ht2 = 280.08 kJ/kg

=0
t2 = 0.084157
At compressor outlet we can estimate Tt3 = c Tt2 = 700 K (735 K), while we still have = 0, so
that a direct table lookup provides


Tt3 = 700 K (735 K)
ht3 = 713.07 kJ/kg (750.825 kJ/kg)

=0
t3 = 3.3579 (3.5417)
The actual compressor pressure ratio will therefore be


c = exp cp (t3 t2 ) = 16.16 (18.90).

5. To compute the compressor isentropic efficiency, first we need to compute the isentropic state that
would be reached with the given pressure ratio. t3i = t2 + log c = 2.86687 (3.0231), so that for
the first and last time we need to interpolate


Tt3i = 613.084 K (639.690 K)
t3i = 2.86687 (3.0231)

ht3i = 620.584 kJ/kg (648.701 kJ/kg)

=0
The isentropic efficiency is then simply obtained following
ht3i ht2
ci =
= 0.786 (0.783).
ht3 ht2

Aeronautical Propulsion
Q2, 24/04/2014 Midterm Exam

EETAC
code: 300 00322 01 0 01

Aeronautical Propulsion: Multiple Choice Test

1. En el dibujo adjunto a que fases de desplazamiento del motor corresponden las letras A, B Y C?

5. Al dise
nar la operaci
on de un compresor axial se procura
que la operaci
on de este respecto a la lnea de entrada en
perdida sea:
(a)
(b)
(c)
(d)
(e)

(a) A: velocidad nula; B: velocidad inferior a la de dise

no;
C: velocidad de dise
no.
(b) A: velocidad de desplazamiento en vuelo; B: velocidad
de desplazamiento en tierra; C: velocidad de desplazamiento de dise
no.
(c) A: despegue; B:aterrizaje; C: puesta en marcha.
(d) Todas corresponden a pruebas en banco sin velocidad
de desplazamiento.
(e) A: velocidad de dise
no; B: velocidad de vuelo
subs
onico; C: velocidad de vuelo supers
onico.
2. En un compresor centrfugo de doble cara activa, comparado con el de una sola cara, la presi
on y el gasto de
aire son, respectivamente,...
(a)
(b)
(c)
(d)
(e)

igual y mayor.
mayor y mayor.
mayor y menor.
igual y menor.
Ninguna respuesta es correcta.

3. Como sistemas de protecci

on contra la perdida se instalan
en los compresores sistemas como...
(a) V
alvulas de sangrado, a
labes gua de geometra variable y a
labes de estator de geometra variable.
(b) No se puede prever la entrada en perdida.
(c) Tapones de sobrepresi
on, v
alvulas de derivaci
on variables y reductores variables del volumen.
(d) Pasos calibrados de efecto difusor para variar la
presi
on.
(e) Ninguna respuesta es correcta.
4. Un metal sometido de modo permanente a una carga
mayor a su lmite el
astico sigue deform
andose m
as all
a
de su deformacin pl
astica inicial. Que nombre recibe este
comportamiento del material?
(a)
(b)
(c)
(d)
(e)

Permanencia de la carga o fluencia.

Fatiga termica.
Corrosi
on.
Cizalladura.
Ninguna es correcta.

Lo m
as pr
oxima posible.
Lo m
as alejada posible.
Ninguna respuesta es correcta.
No se puede usar de referencia por ser una asntota.
No se debe tener en cuenta.

6. La raz
on del uso de los inversores de empuje es...
(a)
(b)
(c)
(d)
(e)

Acortar la carrera de aterrizaje del avi

on.
Reducir el gasto de combustible durante el despegue.
Permitir mayor velocidad del avi
on en el aterrizaje.
Acortar la carrera de despegue.
Reducir las maniobras en vuelo.

7. Los cojinetes de rodillos cilndricos...

(a) Soportan altas cargas, fundamentalmente radiales, al
tener gran superficie de contacto con las pistas.
(b) Solamente se emplean en sistemas de accesorios de
movimiento activamente peque
no.
(c) Se emplean mayoritariamente en zonas de muy alta
temperatura y bajas cargas radiales.
(d) Solo act
uan como compensadores de vibraci
on.
(e) Su estructura solamente permite que trabajen a bajas
revoluciones.
8. Una alta presi
on en el dep
osito de aceite puede indicar...
(a)
(b)
(c)
(d)
(e)

mal estado de un sello de laberinto.

sellos de carb
on que permiten escapes de aceite.
excesivo roce en sellos de resalte.
bajo nivel de aceite en el sistema.
Todas las respuestas son correctas.

9. Un sistema de lubricaci
on se puede considerar que est
a
constituido por los subsistemas...
(a)
(b)
(c)
(d)
(e)

Presi
on, respiraci
on y recuperaci
on.
Presi
on y evacuaci
on
Presi
on, recuperaci
on y drenaje.
Distribuci
on, limpieza y drenaje.
Indicaci
on, distribuci
on y ventilaci
on.

10. En un sistema de autoridad plena donde se ubicar

a el sistema fadec?
(a) Al tratarse de un sistema los componentes se sit
uan
en el avi
on sin una ubicaci
on u
nica.
(b) Pr
oximo al centro de gravedad del avi
on.
(c) Pr
oximo a la cabina de vuelo para reducir la distancia.
(d) Pr
oximo al motor para mayor fiabilidad del control.
(e) En el compartimento de equipos electr
onicos.

11. What is the main difference between a conventional ramjet

and a scramjet?
(a) Combustion occurs in subsonic airflow for the ramjet
while it is supersonic for the scramjet.
(b) The ramjet is for subsonic flight while the scramjet is
for supersonic flight.
(c) The scramjet has no turbomachinery while the ramjet
does.
(d) The ramjet is for civil use while the scramjet is for
military use.
(e) They are fundamentaly equal in all respects.
12. The entropy of a small air volume at atmospheric conditions that is swallowed by an engine and ejected back
into the atmosphere uncombusted, where it recovers atmospheric conditions...
(a)
(b)
(c)
(d)
(e)

has neither increased nor decreased.

has necessarily increased.
has necessarily decreased.
may have increased or decreased.
has remained constant throughout.

13. Which of the following assertions is true about isentropic

compressions?
(a)
(b)
(c)
(d)
(e)

Cold air is easier to compress than hot air.

Hot air is easier to compress than cold air.
Cold and hot air are equally easy to compress.
Heat is absorbed from the surroundings.
Heat is rejected to the surroundings.

c
), other ideal thermo14. Compared to the Carnot cycle (th
dynamic cycles working between the same two extreme
temperatures have a maximum thermal efficiency that is...
c
(a) equal to th
but at the cost of yielding no work output.
c
(b) equal to th when the compression ratio maximises
work output.
c
(c) higher than th
for high enough compression ratio.
c
(d) higher than th for low enough compression ratio.
c
(e) lower than th
in any case.

15. Which of the following options does not reduce total pressure of a gas stream?
(a)
(b)
(c)
(d)
(e)

Stream velocity increase due to area change.

Viscous friction.
Heat addition.
Work extraction.
Shock waves.

16. Sort actual (w), isentropic (wi ) and politropic (wp ) shaft
works recovered in an adiabatic turbine.
(a)
(b)
(c)
(d)
(e)

w < wi < wp
w < wp < wi
w > wi > wp
w > wp > wi
wi < w > w p

r
17. How do the propulsive efficiencies of ideal rocket (pr
) and
p
pure propeller (pr ) engines compare for the same flight
(V0 ) and gas ejection (V9 ) velocities?

(a)
(b)
(c)
(d)
(e)

p
r
pr
< pr
.
p
r
p
r
pr > pr
for V9 > V0 and pr
< pr
for V9 < V0 .
p
r
p
r
pr
< pr
for V9 > V0 and pr
> pr
for V9 < V0
p
r
pr > pr .
p
r
pr
> pr
for V9 < V0 and neither rockets nor propellers can fly at V0 < V9 .

18. Which of the following statements is true about an ideal

nozzle geometry?
(a) All options are correct.
(b) An adapted nozzle provides maximum thrust.
(c) A convergent nozzle can be considered adapted as long
as the engine pressure ratio is below a critical value.
(d) The throat section of a choked nozzle fixes the massflow through the engine once the thermodynamic cycle
has been defined.
(e) Nozzles of subsonic engines are simply convergent because the complexity and weight of adding a divergent
outweighs the potential gain in thrust.
19. What is the effect on gas turbine performance of having a
non negligible velocity at nozzle exit?
(a)
(b)
(c)
(d)
(e)

Both work output and thermal efficiency decrease.

Work output decreases but not thermal efficiency.
Efficiency decreases but not work output.
Neither work nor thermal efficiency are affected.
None of the others.

20. Which of the following statements is true about the maxmax

imum work wsmax and thermal efficiency th
of a gas
turbine if component losses are considered?
max
(a) Both wsmax and th
increase if the compressor efficiency c is increased.
max
increase if the ambient temper(b) Both wsmax and th
ature T0 increases.
max
(c) wsmax increases if TET (Tt4 ) is increased but th
remains the same.
max
(d) th
occurs for the maximum compression possible.
(e) None of the others.

Aeronautical Propulsion
Q2, 24/04/2014 Midterm Exam

EETAC
code: 300 00322 01 0 01

Aeronautical Propulsion: Multiple Choice Test

Correct Answers

Permutation Number
Question

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20

a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a

c
b
b
b
a
e
e
a
e
e
c
c
c
b
c
c
b
e
b
a

d
c
e
a
a
a
b
d
e
c
a
a
b
e
e
e
e
a
a
a

b
b
d
b
a
c
b
e
e
e
c
b
a
d
c
e
b
c
c
d

d
c
c
a
c
d
c
c
b
c
e
e
d
c
c
c
b
b
a
c

Aeronautical Propulsion
Q2, 17/06/2014

EETAC
Final Exam

Aeronautical Propulsion: Questions & Exercises

Exercise
A new twin-engined aircraft that will cruise at M = 0.73 and h = 30000 ft (T0 = 229 K, p0 = 30.1 kPa)
requires a total thrust F = 4 kN. This is to be accomplished with two = 2.9 bypass-ratio turbofan
engines based on a core cycle with Tt4 = 1400 K and a temperature rise in the compressor Tc = Tt3 Tt2 =
300 K (fan root + actual compressor). Pressure losses are i = 0.01, b = 0.05 and cd = bd = 0.01 in
the intake, burner, core and bypass duct, respectively. Core and bypass nozzle velocity coefficients are
cn = bn = 0.99, and compressor (fan root + actual compressor), fan (fan tip) and turbine politropic
efficiencies are c = 0.89, f = 0.92 and t = 0.94, respectively. The fan tip will achieve a temperature
rise Tf = Tt13 Tt2 = 50 K. The adiabatic coefficient will be considered constant throughout ( = 1.4),
the gas constant for air is r = 287.14 J/(kg K) and the fuel-to-air ratio will be neglected ( 0).
1. (1p) Find the total temperature Tt5 at turbine exit by considering the energetic balance for turbine,
compressor and fan together. Find also the total temperature at fan exit.
2. (1p) Calculate the total pressure pt19 at bypass nozzle exit.
3. (1p) Calculate the total pressure pt9 at core nozzle exit.
4. (1p) Assuming both core and bypass nozzles are adapted, calculate the engines specific thrust .
5. (1p) What is the core, bypass and total massflow (m
c, m
b , m)
the engine will have to process to
produce the required thrust?

Practical Questions
1. (0.8p) Numerar y describir brevemente los tipos de cojinetes empleados en los motores de turbina.
2. (0.7p) Las tres funciones de la lubricacion son:
3. (0.7p) Como se define el poder calorfico de un combustible?
4. (0.7p) Enumerar y describir los tres subsitemas en los que se divide un sistema de lubricacion.
5. (0.7p) Definir y describir un starter-generador.
6. (0.7p) En que condiciones de operaci
on de un motor con indicacion de empuje en E.P.R. esta
indicara una cifra inferior a 1?
7. (0.7p) Describir brevemente la misi
on y la forma de operar de la valvula de control y carga de un
A.P.U.

Solutions to Problem 1
1. The energy balance provides a means of computing Tt5 :
 (1 + x) m
mech
c ht = P + m
c hc + m
c hf


Tt = Tt4 Tt5 = Tf + Tc Tt5 = Tt4 Tc Tf = 955 K .

At fan exit the temperature can be simply computed using:


1 2
Tt2 = Tt0 = T0 0 = T0 1 +
M0 = 253.41 K Tt13 = Tt2 + Tf = 303.41 K .
2
2. The total to static pressure ratio at bypass nozzle exit can be expressed as:



pt19
pt0 pt2 pt13 pt19
Tt13 1 f
1
19 =
=

= 0 (1 i )
(1 cd ) = 2.4948,
p0
p0 pt0 pt2 pt13
Tt2
resulting in a bypass nozzle exit total pressure pt19 = 19 p0 = 75.09 kPa .
3. A similar procedure can be followed to find the total pressure at core nozzle exit:
pt9
pt pt pt pt pt pt
= 0 2 3 4 5 9 =
p0
p0 pt0 pt2 pt3 pt4 pt5



 1

Tt5 1 t
Tt3 1 c
1
= 0 (1 i )
(1 b )
(1 bd ) = 3.6398,
Tt2
Tt4

9 =

so that pt9 = 9 p0 = 109.55 kPa .

4. The core nozzle exhaust velocity is
V9

s


q
p
T9is
= cn 2 (ht9 h9is ) = cn 2cp (Tt9 T9is ) = cn 2cp Tt9 1
=
Tt9
v
s
u


 1 !

1
u

p
0
= cn t2cp Tt5 1 9


= 762.02 m/s.
= cn 2cp Tt5 1 9

p9

Analogously, the bypass nozzle exhaust velocity is

v
s
u


1
u

= bn t2cp Tt13
V19 = bn 2cp Tt13 1 19


 1 !
p0
= 370.67 m/s.
1 19 
p19


Meanwhile, flight velocity is

V0 = M0

p
rT0 = 221.49 m/s.

The specific thrust is therefore

= V9 + V19 (1 + ) V0 = 973.2 m/s .
5. Given the specific thrust and the total thrust the engine must develop (half the thrust required by
the aircraft) allows computation of engine massflows:
m
c=

F
= 2.06 kg/s

m
b = m
c = 5.96 kg/s

m
T = (1 + ) m
c = 8.02 kg/s

Aeronautical Propulsion
Q2, 17/06/2014 Final Exam

EETAC
code: 300 00322 02 0 01

Aeronautical Propulsion: Multiple Choice Test

1. Los sellos de los cojinetes de aceite tienen como misi
on...
(a) evitar en lo posible que el aceite empleado en la lubricaci
on y refrigeraci
on del cojinete se pierda
(b) aumentar la ventilaci
on de los cojinetes para permitir
una mejor refrigeraci
on del aceite.
(c) ayudar a la eficiencia del trabajo del cojinete soportando parcialmente las cargas del eje.
(d) evitar el sobrecalentamiento el aceite.
(e) Ninguna es correcta.
2. El sistema de puesta en marcha se desconectar
a una vez
el motor alcance...
(a) la velocidad de automantenimiento y ser
a el motor
aut
onomamente quien acelere hasta alcanzar la velocidad de giro de ralent.
(b) la velocidad de giro de ralent en tierra.
(c) la velocidad de giro por encima del ralent de tierra
para que aut
onomamente se estabilice reduciendo la
velocidad de giro hata alcanzar el ralent.
(d) siempre manualmente al finalizar la puesta en marcha
del motor.
(e) Ninguna es correcta.
3. Que tipo de v
alvula de puesta en marcha es la que aparece
en el dibujo?

4. El sistema de control de combustible de un A.P.U. se basa

principalmente en...
(a) mantener estables las revoluciones dentro de un margen peque
no en el entorno del 100%.
(b) mantener estable el regimen del motor a las revoluciones solicitadas por el operador.
(c) el requerimiento del operador y las condiciones de
vuelo.
(d) se gestiona siempre manualmente a requerimiento del
operador.
(e) Ninguna es correcta.
5. La descarga del elemento extintor de fuego de motor se
produce...
(a) con la detonaci
on de un cartucho explosivo que fractura el contenedor de agente extintor.
(b) con la apertura de una electrov
alvula situada en el
contenedor.
(c) con la apertura de una v
alvula mec
anica gestionada
autom
aticamente por el sistema detector de fuego.
(d) a requerimiento el operador y se puede dosificar a voluntad.
(e) Ninguna es correcta.
6. Qu se puede decir de la tobera de secci
on variable en un
sistema de post-combusti
on?
(a) El a
rea de salida se adaptar
a a la relaci
on de presi
on
concreta de funcionamiento.
(b) Trabajar
a siempre con la mnima secci
on posible.
(c) La actuaci
on de la tobera variable no est
a sujeta a la
operaci
on da la post-combusti
on.
(d) Trabajar
a como una turbina.
(e) Ninguna es correcta.
7. Por posici
on de bandera de helice se entiende...
(a) la posici
on de la helice respecto del aire para evitar el
giro y ofrecer la mnima resistencia al avance.
(b) la posici
on de m
axima tracci
on de la helice.
(c) la posici
on de palas empleada para frenar el avi
on.
(d) que al desmontar la helice se deje en posici
on vertical
para evitar deformaciones.
(e) Ninguna es correcta.

(a)
(b)
(c)
(d)
(e)

Control electrico y actuaci

on neum
atica.
Control electr
onico y actuaci
on electrica.
Control neum
atico y actuaci
on electrica.
Hidr
aulica.
Ninguna es correcta.

8. Las siglas F.O.D. nos indican...

(a)
(b)
(c)
(d)
(e)

da
nos por objetos extra
nos.
da
nos en los alabes de fan.
sistemas de alimentaci
on de fuel.
elementos reemplazables facilmente.
Ninguna es correcta.

9. Por el termino crank h

umedo se entiende...
(a) un giro del motor mediante su puesta en marcha sin
conexi
on de la ignici
on y con inyecci
on de combustible.
(b) una puesta en marcha para eliminar humedades despues de una parada prolongada del motor.
(c) un giro del motor con su puesta en marcha para eliminar humedades despues de un lavadoor.
(d) una puesta en marcha bajo condiciones de lluvia.
(e) Ninguna es correcta.
10. En un turbohelice se entiende por turbina libre...
(a)
(b)
(c)
(d)

la turbina que arrastra directamente la helice.

cuando la turbina arrastra s
olo al compresor.
cuando la turbina arrastra compresor y helice.
cuando el compresor de carga trabaja asociado al sangrado.
(e) Ninguna es correcta.

11. Which thermodynamic cycles do internal combustion piston engines usually implement?
(a)
(b)
(c)
(d)
(e)

Otto and diesel cycles.

Diesel and Joule cycles.
Joule and Rankine cycles.
Rankine and Lenoir cycles.
Lenoir and Otto cycles.

12. Which of the following gas properties can increase along

a duct with no work or heat exchange with the surroundings?
(a)
(b)
(c)
(d)
(e)

Static pressure.
Total pressure.
None of them can increase.
Total enthalpy.
All of them can increase.

13. In which of the following situations a nozzle can be considered adapted?

(a) In subsonic flight when the engine pressure ratio is
sufficiently low.
(b) In subsonic flight when the engine pressure ratio is
sufficiently high.
(c) In supersonic flight when the nozzle is simply convergent.
(d) In supersonic flight always.
(e) Never.
14. If a new design of an old gas turbine incorporates a high
pressure turbine with better temperature endurance, how
must the cycle be adjusted for best thermal efficiency?
(a)
(b)
(c)
(d)
(e)

Increase both TET and compression.

Increase TET and reduce compression.
Reduce both TET and compression.
Reduce TET and increase compression.
Nothing can be done. Thermal efficiency will necessarily drop.

15. What happens to a given real gas turbine work output

when the ambient temperature rises?
(a)
(b)
(c)
(d)

It decreases.
It increases.
Work output is not affected.
It depends on which one of the efficiencies, turbines
or compressors, is higher.
(e) It is not possible to know before testing.

16. If an existing turbojet cycle design is to be adapted for a

higher supersonic flight velocity...
(a)
(b)
(c)
(d)

temperature rise in the compressor must be reduced.

temperature rise in the compressor must be increased.
temperature rise in the compressor must not change.
nothing can be done and the cycle must be changed
completely.
(e) ram compression must be reduced.

17. Sort the optimal compression for maximum thrust (cf ),

maximum overall efficiency (cO ), maximum thermal effi

ciency (c th ) and minimum propulsive efficiency (c pr ) of

a real turbojet.
(a)
(b)
(c)
(d)
(e)

cO > c th > c pr = cf

c pr = cO > c th > cf
pr

O
f
c > c = c > c th
pr
th
O
c > c > c = cf

cf > c th > c pr = cO

18. A turbofan improves turbojet performance at high subsonic and low supersonic speeds by...
(a)
(b)
(c)
(d)
(e)

increasing propulsive efficiency.

increasing thermal efficiency.
increasing both thermal and propulsive efficiency.
reducing component losses.
being able to increase TET.

19. Which of the following options gives maximum thrust for

a real turbofan with separate nozzles?
(a)
(b)
(c)
(d)
(e)

Slightly higher core velocity than bypass velocity.

Equal exhaust velocities.
Equal exhaust Mach numbers
Slightly higher bypass velocity than core velocity.
All options provide the same exact thrust.

20. Which of the following turbofan performance parameters

is always worse than for a turbojet?
(a)
(b)
(c)
(d)
(e)

Specific thrust based on total engine massflow.

Specific thrust based on core engine flow.
Thrust specific fuel consumption.
Populsive efficiency.
None of the others.

Aeronautical Propulsion
Q2, 17/06/2014 Final Exam

EETAC
code: 300 00322 02 0 01

Aeronautical Propulsion: Multiple Choice Test

Correct Answers

Permutation Number
Question

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20

a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a
a

e
b
b
d
c
d
b
c
a
e
d
d
a
c
c
c
b
e
e
b

d
a
b
c
a
a
e
c
c
d
d
a
d
e
a
d
b
b
b
e

e
e
e
d
a
e
a
e
d
a
c
a
e
e
e
e
b
c
e
d

a
a
a
e
c
d
b
d
a
a
d
d
c
c
e
e
a
e
a
c