PEMP

RMD510

Gas Turbine Cycle Analysis

Session delivered by:

Prof Q.H.
Prof. Q H Nagpurwala

03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 1

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RMD510

Session Objectives

This session is intended to introduce the delegates to:

• Analysis of shaft power gas turbine cycles
• Analysis of aeropropulsion gas turbine cycles

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Analysis of Shaft Power Cycles RMD510

• Design Parameters
– Compressor Pressure Ratio
– Turbine Inlet Temperature
– Compressor,
C C b t Turbine
Combustor, T bi andd other
th componentt
efficiencies
– Pressure Losses
• Performance Calculations
– Specific
p work output
p
– Specific Fuel Consumption
– Cycle efficiency

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Thermodynamic Cycle Analysis RMD510

• The task of thermodynamic cycle analysis is important, as it

constitutes the base where the knowledge of how to model a
gas turbine is acquired and is a prerequisite for performing
all other tasks.
• Gas Turbines work on Brayton Cycle as we have seen
earlier.
• Here, we analyse gas turbine cycle adopted for power gas
turbine and propulsion gas turbine with the help of simple
numerical examples.
examples

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Nomenclature RMD510

C Velocity r Pressure ratio

cp Specific heat at constant
s Specific entropy
pressure
T Absolute temperature
f Fuel/air ratio by weight
t Temperature ratio
h Specific enthalpy
W Specific work (power) output
ΔH Enthalpy of reaction
γ Ratio of specific heats
m Mass flow rate
η Efficiency
M Molecular weight, Mach number
n Polytropic index ρ density

p Pressure
Q Heat transfer per unit mass flow
Qnet,p Net calorific value at constant p
R Gas constant
~
R molar (universal) gas constant

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Nomenclature RMD510

Suffixes
S ffi
0 stagnation value
1,2,3 reference planes
 polytropic
a ambient,air
b combustion chamber
c compressor
f fuel
g gas
h heat-exchanger
i intake, mixture constituent
m mechanical
ec c
n net
s stage
t turbine

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Example-1(Heat Exchange Cycle)

RMD510

Determine the specific work output, specific fuel consumption and cycle efficiency for a
heat-exchange cycle, having the following specifications:
compressor pressure ratio 4.0
Turbine inlet temperature 1100 K
Isentropic efficiency of compressor, ηc 0.85
Isentropic efficiency of turbine , ηt 0.87
Mechanical transmission efficiency, ηm 0.99
Combustion efficiency , ηb 0.98
Heat-exchanger effectiveness 0.80
Pressure losses---
combustion chamber, Δpb 2% comp. delivery pressure
heat-exchanger air-side, Δpha 3% comp. delivery pressure
h t –exchanger
heat h gas-side,
id ΔpΔ hg 0 04 bar
0.04 b
Ambient conditions, pa, Ta 1 bar, 288 K
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Example-1(… contd.)
RMD510

Since T01 = Ta and p01= pa , and γ = 1.4, the temperature equivalent

of the compressor work is given by

  1  
Ta  p02 
T02  Ta     1
c  pa  


0.85

288 1 3.5
4 
 1  164.7 K

Turbine work per unit mass flow, required to drive

the compressor
compressor, is

c pa T02  Ta  1.005 * 164.7

Wtc    167.2kJ / kg
m 0.99

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Example-1(… contd.)
RMD510

 pb pha 
p03  p02 1     4.01  0.02  0.03  3.8bar
 p02 p02 

p04  pa  phg  1.04bar , and hence p03 p04  3.654

Since
i γ = 1.333 for
f the
h expanding
di gases, the
h temperatures equivalent
i l off the
h totall
turbine work is

  1  1  
T03  T04  tT03 1    
  p03 p04  
  1 1 4 
 0.87 * 1100 1      264.8 K
  3.654  
Total turbine work per unit mass flow is
Wt = cpg (T03- T04) = 1.148 * 264.8 =304.0 kJ/kg
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Example-1(… contd.)
RMD510

• Remembering that the mass flow is to be assumed the same throughout

the unit,, the specific
p work output
p is simply
py
Wt- Wtc = 304-167.2= 136.8 kJ/kg (or kW s/kg)
• It follows that for a 1000 kW plant an air mass flow of 7.3 kg/s would
be required. To find the fuel/air ratio we must first calculate the
combustion temperature rise (T03- T05).
• Heat
eat exchanger
e c a ge effectiveness
e ect ve ess iss given
g ve by:

T 05  T 02
Heat-exchanger effectiveness = 0.80 =
T 04  T 02

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Example-1(… contd.)
RMD510

T02 = 164.7 + 288 = 452.7K, and T04 = 1100-264.8 = 835.2 K

Hence,
T05 = 0.80*382.5+452.7
0 80*382 5 452 7 = 758.7
758 7 K
For a combustion chamber inlet air temperature of 759 K and a combustion
temperature rise of (1100-759) = 341 K, the theoretical fuel/air ratio required is
0.0094 (from the chart of slide 12), and thus
theoretical _ f 0.0094
f    0.0096
b 0.98
The specific fuel consumption is therefore
f 3600 * 0.0096
SFC    0.253kgg / kWh
Wt  Wtc 136.8
Finally, the cycle efficiency is
3600 3600
   0 .331
SFC * Qnet , p 0 .253 * 43100
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RMD510

Theoretical
Fuel-Air Ratio

Combustion temperature rise

vs theoretical fuel-air ratio

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Example-2 (Simple cycle with Free Turbine) RMD510

Determine the specific work output,specific fuel consumption and cycle efficiency for a
simple cycle gas turbine with a free power turbine (see figure) given the following
specification:
Compressor pressure ratio 12.0
Turbine inlet temperature 1350 K
Isentropic efficiency of compressor, ηc 0.86
Isentropic efficiency of each turbine, ηt 0.89
Mechanical efficiency of each shaft,
shaft ηm 0.99
0 99
Combustion efficiency 0.99
Combustion chamber pressure loss 6 % compressor delivery pressure
Exhaust pressure loss 0.03 bar
Ambient conditions,pa,Ta 1 bar, 288 K

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Example-2 (… contd.) RMD510

Proceeding as in the previous example,

T02  T01 
0.86

288 1 3.5

12  1  346.3 K

1.005 * 346.3
Wtct   351.5 kJ/kg
0.99

p03  12.0(1  0.06)  11.28 bar

The intermediate pressure between the two turbines, p04, is unknown, but can be
determined from the fact that the compressor turbine produces just sufficient work
to drive the compressor. The temperature equivalent of the compressor turbine
work is, therefore,

Wtc 351.5
T03  T04    306.2 K
c pg 1.148
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Example-2 (… contd.) RMD510

The corresponding pressure ratio can be found using the relation

  1  γ 1 γ 
T03  T04  ηtT03 1    
  p03 p04  
  1  0 .25 
306.2  0.89*1350 1    
  p03 p04  
p03
 3.243
p04
T04  1350  306.2  1043.8 K
The p
pressure at entry
y to the ppower turbine,, p04, is then found to be
p03
p04 = = 11.28/3.243 = 3.478 bar
p03 p04
and the ppower turbine ppressure ratio is
p04 p05 = 3.478/(1+0.03) = 3.377
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Example-2 (… contd.) RMD510

The temperature drop in the power turbine can now be obtained

  1  0 .25 
T04  T05  0.89*1043.81      243.7 K
  3.377  

and the specific work output,

output ii.e.
e power turbine work per unit air mass flow,
flow is

Wtp  c pg T04  T05 ηm

Wtp  1.148( 243.7 )0.99  277.0 kJ/kg (or kW/kg)

The compressor delivery

Th d li temperature
t t is
i 288+346.3
288+346 3 = 634.3
634 3 K andd the
th
combustion temperature rise is 1350 – 634.3 = 715.7 K
The theoretical fuel/air ratio required is 0.0202 (from the chart in slide 12), giving
an actual fuel/air ratio of 0.0202/0.99 = 0.0204

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Example-2 (… contd.) RMD510

The SFC and cycle efficiency, , are then given by

f 3600* 0.0204
SFC    0.265 kg/kWh
Wtp 277.9
3600
η  0.315
0 265* 43100
0.

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Example-2 (… contd.) RMD510

 The cycle calculations are carried out to determine the overall performance. It
However, they also provide information required by other groups such as the
aerodynamic and control design groups.
 E.g., the temperature at entry to the power turbine, T04 , may be required as a
control parameter to prevent operation above the metallurgical limiting
temperature
p of the compressor
p turbine.
 The exhaust gas temperature (EGT), T05, would be important if the gas turbine
were to be considered for combined cycle or cogeneration plant.
 The temperature
temperature, T05 = 1043
1043.8-243.7
8 243 7 = 800.1K
800 1K or 527° C,
C is suitable for use
with a waste heat boiler.
 For a combined cycle plant, a higher T I T might be desirable because there
would be a consequential increase in EGT
EGT, permitting the use of a higher steam
temperature and a more efficient steam cycle.
 If the cycle pressure ratio were increased to increase the efficiency of the gas
l however,
cycle, h the
th EGT would ld be
b decreased
d d resulting
lti ini a lower
l steam
t cycle
l
efficiency.
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Example-3 (Single Shaft Cycle with Reheat) RMD510

Consider the design of a high pressure ratio, single-shaft cycle with reheat at some
point in the expansion when used either as a separate unit,or as part of a combined
cycle. The power required is 240 MW at 288 K and 1.01 bar
Compressor pressure ratio 30
Polytropic efficiency
(compressor and turbines) 0.89
Turbine inlet temperature
(both turbines) 1525 K
Δp/p02 (1 st combustor) 0.02
Δp/p04 (2 nd combustor) 0.04
Exhaust pressure 1.02 bar
The plant is shown in the next slide. A heat-exchanger is not used because it would
result in an exhaust temperature that would be too low for use with a high
high-
efficiency steam cycle.

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Example-3 (… contd.) RMD510

 Let us assume that the mass flow rate is constant throughout, ignoring the effect
of substantial cooling bleeds that would be required with high turbine inlet
temperatures specified.
 The reheat pressure is not specified. So, as a starting point we use a value
giving equal pressure ratio in each turbine.
 This division of the expansion leads to equal work in each turbine and a
maximum net work output for the ideal reheat cycle).

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Example-3 (… contd.) RMD510

From polytropic relations:

n 1 1   1 1  0.4 
for compression
compression,        0.3210
n c    0.89  1.4 
n 1   1  0.333 
for expansion,  t    0.89   0.2223
n     1.333 
Assuming that p01= pa and T01= Ta , we have T02/T01 = (30)0.3210
T02 = 858.1
8 81K
T02 - T01 = 570.1 K
p02 = 30*1
30*1.01
01 = 30
30.3
3 bar
p03 = 30.3(1.00-0.02) = 29.69 bar
p06 = 1.02
1 02 bar,
bar so p03 / p06 = 29.11
29 11

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Example-3 (… contd.) RMD510

Theoretically, the optimum pressure ratio for each turbine would be

√(29.11) = 5.395
A pressure lloss off 4 % in
i the
h reheat
h combustor
b has
h to be
b considered,
id d so a value
l off
5.3 for p03 / p04 could be assumed. Then,
T03
 5.30.2223
T04
T04  1052.6 K
p04  29.69 / 5.3  5.602bar
p05  5.602(1.00  0.04)  5.378bar
p05 p06  5.378 1.02  5.272
T05
 (5.272) 0.2223
T06
T06  1053.8 K
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Example-3 (… contd.) RMD510

Assuming unit flow of 1.0 kg/s and a mechanical efficiency of 0.99,

Turbine output, Wt = 1.0*1.148{(1525-1052.6)+(1525-1053.8)}*0.99
= 1072.3 kJ/kg
C
Compressor input,
i Wc = 1.0*1.005*570.1
1 0*1 005*570 1
= 573.0 kJ/kg
Net work output,
output WN = 1072.3-573.0
1072 3 573 0 =499.3
=499 3 kJ/kg
Flow required for 240 MW is given by
m = 240000/499.3
240000/499 3
= 480.6 kg/s

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Example-3 (… contd.) RMD510

• For the first combustor, temperature rise = 1525 - 858 = 667 K, inlet
temperature = 858 K and fuel/air ratio = 0.0197 (from the chart of Slide 12)
• For the second combustor,
combustor temperature rise = 1525-1052.6
1525 1052 6 = 472
472.4
4KK, inlet
temperature = 1052.6 K and fuel/air ratio = 0.0142(from the chart of Slide 12)

0.0197  0.0142
• Actual total fuel/air ratio f   0.0342
0.99
499.3
• And, thermal efficiency   33.9%
0.0342 * 43100

• This is a reasonable efficiency for simple cycle operation, and the

specific output is excellent.
excellent
• However, the turbine exit temperature (T06 = 1053.8 K or 780.8° C ) is too
high for efficient use in a combined cycle plant. A reheat steam cycle using
conventional steam temperatures of about 550° -575° C would require a
turbine exit temperature of about 600° C.
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Example-3 (… contd.) RMD510

• The turbine exit temperature could be reduced by increasing the reheat

pressure, and if the calculations are repeated for a range of reheat pressures,
then the results obtained are as shown in the Slide 26
26.
• It can be seen that a reheat pressure of 13 bar gives an exhaust gas temperature
(EGT) of 605° C; the specific output is about 10 percent lower than the
optimum
i value,
l butb the
h thermal
h l efficiency
ffi i is
i substantially
b i ll improved
i d to 37.7
37 7 per
cent. Further increases in reheat pressure would give slightly higher
efficiencies, but the EGT would be reduced below 600° C resulting in a less
efficient steam cycle.
cycle
• With a reheat pressure of 13 bar, the first turbine has a pressure ratio of 2.284
while the second has a pressure ratio of 12.23, differing markedly from the
equal pressure ratios we assumed at the outset.
• This example illustrates some of the problems that arise when a gas turbine
g
must be designed for more than one application.
pp

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Example-3 (… contd.) RMD510

Effect of varying reheat pressure

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Propulsion Gas Turbine Cycles RMD510

• Design Parameters
– Compressor Pressure Ratio
– Turbine Inlet Temperature
– Compressor, Combustor, Turbine and other component
efficiencies
ffi i i
– Pressure Losses

• Performance Calculations
– Specific Thrust
– Specific Fuel Consumption
– Propulsive Efficiency

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Nomenclature RMD510

a sonic velocity Suffixes

A cross-sectional area c critical condition,cold stream
B bypass ratio (mc /mh ) h hot stream
F net thrust j jet
Fs specific thrust m mixed
KF specific thrust coefficient
M Mach number

e efficiency of energy conversion

i intake efficiency
j nozzle efficiency
m mechanical efficiency
o overall efficiency
p propulsion (Froude)efficiency
r ram efficiency
ffi i
 polytropic efficiency
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Propulsion Gas Turbine Cycle RMD510

 In Aircraft Gas Turbines the useful power output is in the form of

thrust.
 In Turbojet and Turbofan engines, the whole of thrust is
generated in propelling nozzles.
 In turboprop engines,
engines most of the thrust is generated in the
propeller with relatively small thrust in the exhaust nozzle.
 The forward speed and altitude affect the performance of an
Aircraft Gas Turbine.
 From designer’s point of view, there may be differing require-
ments for take off,
off climb,
climb cruise and maneuverings.
maneuverings Further,
Further
these requirements may also be different for civil and military
aircrafts; and for long- and short-haul aircrafts.

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Propulsion Gas Turbine Cycle RMD510

• Examples in the present session will show design point calculations for
take off and cruise conditions.
conditions

• The net thrust due to change of momentum:

– F = m(Cj - Ca)
– mCj: gross momentum thrust
Ca , pa Cj , pj
– mCCa: intake
i t k momentumt drag
d
– If the exhaust gases are not expanded completely to pa in the
propulsive duct, then
– F = m(Cj - Ca) + Aj(pj - pa)
= Momentum Thrust + Pressure Thrust

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Schematic of a Turbojet RMD510

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Aero Propulsion Systems RMD510

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Performance of Aero Propulsion Systems

RMD510

Comparative
propulsive
efficiencies

Altitude
Altit d vs flight
fli ht Mach
M h numberb
capabilities of various engine types

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Propulsion Efficiency RMD510

 Propulsion efficiency, p : It is defined as the ratio of the useful

propulsive energy or thrust power (F.Ca ) to the sum of that energy
and the unused kinetic energy of the jet,
jet viz. (Cj - Ca)2/2
viz m(C
mCa (C j  Ca ) 2
p  
m[Ca (C j  Ca )  (C j  Ca ) 2 / 2]  Cj 
1   
 Ca 
This is also known as Froude Efficiency.

 Efficiency of Energy Conversion, e :

Useful kinetic energy
m(C  C ) / 2
2 2
for propulsion
e  j a

m f Qnet , p Rate of energy supplied

by fuel

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Efficiency and Thrust RMD510

 Overall efficiency, o , is the ratio of the useful work done in

overcoming drag to the energy in the fuel supplied.

mCa (C j  Ca ) FCa
o     pe
m f Qnet , p m f Qnet , p
 Specific Thrust (SFC), Fs , is the thrust per unit mass flow of air.
SFC = f / Fs
 Well designed intakes are used to obtain uniform and non-
distorted inlet flow.
 Ram Pressure = p01 - pa = Pressure rise in the intake

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Isentropic and Ram Efficiency RMD510

 IIsentropici efficiency,
ffi i i , iis ddefined
fi d iin terms off temperature rise,
i andd ram
efficiency, r, is defined in terms of pressure rise
C a2
T 01  T 0a  T a 
2c p
 /(   1 )
p 01  T 01' 
  
pa  Ta 
T 01'  T a
i 
T 01  T a
C a2
T '
01
 Ta   i
cp 2

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Isentropic and Ram Efficiency RMD510

 /( 1)  /( 1)

p01  T  Ta  '  C  2
 1  01
  1  i 
a
pa  Ta   2 c T
p a

C
M & R  c p (  1)
RT
 /( 1)
p01   1 2 
 1  i Ma 
pa  2 
T01    1 2 
 1  Ma 
Ta  2 
p01  pa
r 
p0 a  p a
i ~  r
 /( 1)
p0 a    1 2 
 1  Ma 
pa  2 
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Propelling Nozzle RMD510

 It refers to the component in which the working fluid is expanded to

give a high velocity jet.
 Nozzle efficiency,
T04 T 5
j 
T04  T5'
  1  ( 1) /  
T04  T5   jT04 1    
  p04 / p5  
T04 T05 C52  1 2
  1  1 M5
T5 T5 2c pT5 2

 If M5 is 1, then choked condition, pressure and temperature are

critical

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Propelling Nozzle (… contd.) RMD510

Nozzle loss for unchoked and choked flows

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Propelling Nozzle (… contd.) RMD510


T04   1 and p04     1  ( 1)
 1.853

Tc 2 pc  2 

1
Tc = T04  (T04  Tc )
'

j
 /( 1)  /(  1)
T  '  1  Tc 
pc  p04  
c
 p04 1  1  
 T04    j  T04 
p04 1
  /(  1)
pc  1    1 
1   
  j    1 
m
A5 
 c Cc
03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 40
 PEMP

Example-1(Turbojet Engine) RMD510

Determination of the specific thrust and SFC for a simple turbojet engine, having
the following component performance at the design point at which the cruise
speed and altitude are M 0.8 and 10000 m.

Compressor pressure ratio 8.0

Turbine inlet temperature 1200 K
Isentropic efficiency:
of compressor,  c 0.87
turbine  t
of turbine, 0 90
0.90
of intake,  i 0.93
of propelling nozzle,  j 0.95
Mech. transmission efficiency,  m 0.99
Combustion efficiency,  b 0.98
Combustion pressure loss,
loss  p b
4% of compressor delivery pressure

03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 41

 PEMP

Example-1(… contd.) RMD510

Turbojet cycle with losses

03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 42

 PEMP

Example-1(… contd.) RMD510

• From the ISA table, at 10000 m

pa = 0.2650 bar, Ta= 223.4 K and a = 299.5 m/s
• The stagnation conditions after the intake may be obtained as
follows:
Ca
2

0.8 * 299.5
2
 28.6 K
2C p 2 *1.005 *1000
2
C
T01  Ta  a  223.3  28.6  251.9 K
2C p

p01  C
2
  1
 0.93 * 28.6 
3 .5

 1  i a   1    1.482
pa  2c pTa   223.3 
p01  0.2650 *1.482  0.393 bar

03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 43

 PEMP

Example-1(… contd.) RMD510

At outlet from the compressor,

compressor
p 
p02   02  p01  8.0 * 0.393  3.144 bar
 p01 
 1
 
T01  p02   251.9  13.5 
T02  T01     1  8.0  1  234.9 K
 c  p01 
 

0.87 
 

T02  251.9  234.9  486.8 K

Cpa (T 02  T 01) 1.005x234.9
Wt = Wc/ m and hence T03  T04    207.7 K
Cpgm 1.148x0.99
T04 = 1200 - 207.7 = 992.3 K
 p 
p03  p02 1  b   3.144(1  0.04)  3.018 bar
 p02 
' 1 207.7
T04  T03  (T03  T04 )  1200   969.2 K
t 0.90

T '
  1  969.2 
4

p04  p03  04 
  3.018   1.284 bar
 T03   1200 
03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 44
 PEMP

Example-1(… contd.) RMD510

• The nozzle pressure ratio is, therefore

p 1.284
04
  4.845
p a
0.265

• The critical pressure ratio is

p 04 1 1
=  = 4 = 1.914
1 914
pc  1  1  0.333 
  1   1 1  0.95  2.333 
1   
  j   1 

03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 45

 PEMP

Example-1(… contd.) RMD510

Since p04 /pa > p04 /pc , the nozzle is choking, and

 2  2 * 992.3
T5 = Tc =   T04 = = 850.7 K
   1 2.333

 1 
p5 = pc= p04   = 1.284/1.914 = 0.671 bar
 p04 pc 

pc 100 * 0.671
ρ5    0.275 kg/m 3
R T c 0.287 * 850.7
1 1
C5  RTc   (1.333 * 0.287 * 850.7 *1000)  570.5 m/s
2 2

A5 1 1
   0.006374 m 2s/kg
m  5C5 0.275 * 570.5
03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 46
 PEMP

Example-1(… contd.) RMD510

The specific thrust is

A5
Fs = (C5-Ca) + ( pc – pa)
m
= (570.5-239.6) + 0.006374(0.671-0.265)105
= 330.9 + 258.8 = 589.7 Ns/kg
F T02 = 486.8
For d T03- T02 = 1200-486.9
486 8 K and 1200 486 9 = 713.2
713 2 K,
K
we find that the theoretical fuel/air ratio required is 0.0194.
Thus the actual fuel/air ratio is
0.0194
f = = 0.0198
0.98
The specific fuel consumption is therefore

f 0.0198 * 3600
SFC = = = 0.121 kg/h
g N
F S
589.7

03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 47

 PEMP

Example-1(… contd.) RMD510

• For cycle optimisation, calculations would normally be done on the basis of

specific thrust and SFC. A common problem, however, is the determination
of actual engine performance to meet a particular aircraft thrust requirement.
Th engine
The i designer
d i needs
d to
t know
k the
th airflow,
i fl fuel
f l flow
fl andd nozzle l area ;
the airflow and nozzle area are also important to the aircraft designer who
must determine the installation dimensions.
• If for example,
If, example the cycle conditions in the example were selected to meet a
thrust requirement of 6000 N, then
F
m= = 10.17 kg/s
Fs
• the fuel flow is given by
mf = fm = 0.0198 * 10.17 * 3600 = 725.2 kg/h
g
(it should be noted that fuel flow is normally measured and indicated in kg/h
rather than kg/s)

• The nozzle area follows from the continuity equation :

A5 = .006374 * 10.17 =0.0648 m2
03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 48
 PEMP

Example-2 (Turbofan Engine) RMD510

The following data apply to a twin-spool turbofan engine, with the fan driven by the LP
turbine and the compressor by the HP turbine. Separate cold and hot nozzles are used.
Overall pressure ratio 25.0
Fan pressure ratio 1.65
Bypass ratio mc/mh 5.0
Turbine inlet temperature 1550 K
Fan, compressor and turbine polytropic efficiency 0.90
Isentropic efficiency of each propelling nozzle 0.95
Mechanical efficiency of each spool 0.99
Combustion pressure loss 1.50 bar
Total air mass flow rate 215 kg/s
It is required to find the thrust and SFC under sea-level static conditions where
th ambient
the bi t pressure and
d temperature
t t are 1.0
1 0 bar
b andd 288 K.
K

03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 49

 PEMP

Twin Spool Turbofan Engine RMD510

F
Fan LP Turbine
1 2 HP Turbine
Compressor
8
mc Cjc
m
6 7
3 5
4
mh

Cjh

mc mB m
B and m  mc  mh mc  mh 
mh B 1 B 1

03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 50

 PEMP

Example-2 (… contd.) RMD510

The values of (n-1)/n for the polytropic compression and expansion are:

n 1 1   1 1
for compression,      0.3175
n  c    a 0.9  3.5

n 1   1 0.9
f expansion,
for i   t 
 
   0.225
n   g 4

03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 51

 PEMP

Example-2 (… contd.) RMD510

Under static conditions, T0 1= Ta and p01 = pa , so that,

 n 1
T02  p02  n
    T02  288 *1.650.3175  337.6 K
T01  p01 
T02  T01  337.6  288  49.6 K
p03 25.0
  15.15
p02 1.65
 n 1
 p03  n
T03  T02    337.6 *15.150.3175  800.1 K
 p02 
T03  T02  800.1  337.6  462.5K

03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 52

 PEMP

Example-2 (… contd.) RMD510

The cold nozzle pressure ratio is

p02
 FPR  1.65
pa
and the critical pressure ratio for this nozzle is

p02 1 1
 γ
 3.5
 1.965
pc   γ 1  1  0.4 
1  γ  1  
1     0.95  2.4 
1
  
 η j  γ  1 

choking so that p8 = pa and the cold thrust Fc

Thus the cold nozzle is not choking,
is given simply by

Fc= mcC8

03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 53

 PEMP

Example-2 (… contd.) RMD510

The nozzle temperature drop

 γ 1
 
    γ

1 
T02  T8  η jT02 1    
  p02  
  pa  
 
  1  13.5 
 0.95* 337.6 1      42.8 K
  1.65  
and hence

C8  2C p T02  T8  1
2  (2 *1.005 * 42.8 *1000)
1
2
 293.2m / sec

Since the bypass ratio B is 5.0

mB 215 * 5.0
mc    179.2kg / s
B 1 6.0
Fc  179.2 * 293.2  52541N
03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 54
 PEMP

Example-2 (… contd.) RMD510

Considering the work requirement of the HP rotor,

C pa 1.005* 462.5
T04  T05  (T03  T02 )   409.0 K
ηmC pg 0.99*1.148

and for the LP rotor

C pa 6.0*1.005* 49.6
T05  T06  (B  1 ) T02  T01    263.2 K
ηmC pg 0.99*1.148
Hence
T05  T04  (T04  T05 )  1550  409.0  1141.0
T06  T05  (T05  T06 )  1141.0  263.2  877.8

03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 55

 PEMP

Example-2 (… contd.) RMD510

p06 may then

th beb found
f d as follows
f ll
n 1
p04  T04  n 1
 1550  0 .225
      3.902
p05  T05   1141.0 
n 1
p05  T05  
n 1
1141.0  0 .225
      3.208
p06  T06   877 .8 
p04  p03  Δp b  25 .0*1.0  1.50  23.5 bar
p04 23.5
p06    1.878 bar
 04
p  05
p  3.902* 3.208
 
p05  p06 

p06
Thus the hot nozzle pressure ratio is  1.878
pa
While the critical pressure ratio is
p06 1
 4
 1.914
pc  1  0.333 

 0.95  2.333 
1
  
03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 56
 PEMP

Example-2 (… contd.) RMD510

This nozzle is also unchoked, and hence p7 = pa

 γ 1 
 γ 
 1 
T06  T7  η j T06 1    
  p 06 p a  
 
 1

 1  2
 0 .95* 877 .8 1      121 .6 K
  1.878  
 

C 7  2 C p T06  T7  1 2
 2*1.148 *121 .6*1000 1 2  528 .3 m/s
m 215
mh   35 .83 kg/s
B  1 6 .0
Fh  35 .83* 528 .3  18929 N

03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 57

 PEMP

Example-2(… contd.) RMD510

Thus the total thrust is

Fc + Fh = 52541+18929 = 71470 N or ~71.5 kN
The fuel flow can readily be calculated from the known temperatures in the
combustor and the airflow through the combustor, i.e., mh. The combustion
temperature rise is (1550
(1550-800)
800) = 750 K and the combustion inlet temperature is
800 K. The ideal fuel/air ratio is found to be 0.0221 and the actual fuel/air ratio
is then (0.0221/0.99) = 0.0223.
Hence the fuel flow is given by
mf = 0.0223 * 35.83 * 3600 = 2876.4 kg/h
and
2876.4
SFC = = 0.0403 kg/h N
71463

03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 58

 PEMP

Example-2(… contd.) RMD510

• Because both nozzles were unchoked, the thrust could be evaluated

without calculating the nozzle areas. It is always good practice, however,
to calculate keyy ppieces of information which mayy be required
q for other
purposes. In both cases, the area can be calculated from continuity, i.e. m
=  AC. The density is obtained from  = p/RT, where p and T are the
static values in the plane of the nozzle; for both the nozzles p = pa .

• The following results are obtained for the two streams:

Cold Hot
Static pressure (bar) 1.0 1.0
Static temperature (K) 192.6 749.8
Density g 3)
y ( kg/m 1.191 0.4647
Mass flow ( kg/s) 179.2 35.83
Velocity (m/s) 293.2 528.3
Nozzle area ( m2) 0.5132 0.1459

• The cold nozzle area is much larger than the hot one.
03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 59
 PEMP

Example-2(… contd.) RMD510

• This example illustrated the method followed when a propelling nozzle is

unchoked while the previous example showed how a choked nozzle may be
dealt with.
• Note that under static conditions, the bypass stream contributes approximately
74 percent off the
h totall thrust.
h At a forward
f d speedd off 60 m/s
/ , which
hi h is
i
approaching a normal take-off speed, the momentum drag mCa will be 215 * 60
or 12900 N ; the ram pressure ratio and temperature rise will be negligible and
thus the net thrust is reduced to 58570 N.N
• The drop in thrust during take-off is even more marked for engines of higher
bypass ratio and for this reason it is preferable to quote turbofan thrusts at a
typical take
take-off
off speed rather than at static conditions.
conditions

03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 60

 PEMP

Session Summary RMD510

This session has covered the following:

• Cycle analysis of shaft power gas turbines
• Cycle
C l analysis
l i off propulsion
l i system
t gas turbines
t bi

Appropriate
A i examples
l have
h been
b presentedd for
f both
b h
these cases.

03 @ M.S.Ramaiah School of Advanced Studies, Bengaluru 61