Performance Cycle Analysis on Turbo Fan Engine PW4000

Shray Benawra1, Jiqiang Wang 1, 2, Hong Yue3, Georgi Dimirovsky4

1. Jiangsu Province Key Laboratory of Aerospace Power System, Nanjing Universityof Aeronautics
and Astronautics,Nanjing,210016, China
2. AVIC Shenyang Engine Design & Research Institute, Shenyang 110015, China
3. The University of Strathclyde, Glasgow, UK
4. Dogus University of Istanbul, Istanbul, Turkey
E-mail: benawra@gmail.com, jiqiang.wang@nuaa.edu.cn, hong.yue@strath.ac.uk, gdimirovski@dogus.edu.tr

Abstract— this paper describes an effort to investigate and
better define the capabilities of a modern mathematical
solver in predicting the in on-design performance of a turbo
fan engine PW4000. The results will validate the use of
commercially available  Object Oriented Programming (OOP)
with C++ software tools for these problems and lead to a
better understanding of the flow phenomenon within the inlet
to the outlet in the engine. Better engine designs that enhance
design-point operation and improve performance could
result once confidence is gained in applying performance
analysis tools to the component section of the PW4000 engine
design process.   high-bypass turbofans are more fuel efficient and quieter
Key Words: Turbofan engine; PW4000; Design point;
performance cycle analysis
stream travels through all the components like a turbojet
engine, while the secondary air passes through the fan and
is either ducted outside through a second nozzle identified
as the cold nozzle or may mix with hot gases leaving the
turbines both are expelled from a single nozzle. The
engines have a better performance, greater fuel economy
than turbo jet at low power setting, low speed, and low
altitude. High Bypass ratio turbofan jet engines like the
PW4000 are found in large commercial airliners. The
Bypass ratio is now 5:1 or larger. The subsonic speed,
than other types of jet engines. (Figure 1) shows an
example how a high bypass turbofan engine looks like.

1 INTRODUCTION
Jet engines are type of gas turbines that are used to
generate a high-speed jet for propulsive purposes. It’s
driven and discharges a high-speed moving jet of fluid to
generate thrust in accordance to Newton’s Third Law of
Motion. Examples of gas turbines being used for aircraft
propulsion applications include turboprops, turbojets,
turbofans, and ramjets. In general a gas turbine consists of
an upstream compressor coupled to a downstream turbine,
and a burner in between [1]. These components Figure 1. PW4000 engine
compromises the heart of a gas turbine, e.g. gas generator.
1.1 ENGINE CYCLE AND STATION
Turbofan engines are found on commercial airliners NUMBERING
around the world and have revolution the way we travel.
The turbofan engine functions by the way of a Some certain specific points along the engine axial profile
thermodynamic cycle where air is ingested into the engine, are identified by station number to provide ease of
compressed, combusted, expanded, and exhausted from reference for items such as component locations.  (Figure 2)
the engine creating thrust to propel the vehicle. These five illustrates the  schematic diagram configuration of the
steps are carried out by five major engine components: the PW4000 engine and the station numbering for each
fan, compressor (low and high pressure), combustor (or component. The station numbers of each component will
combustion chamber), turbine (high and low pressure), be used throughout the analysis in this research, including
and exhaust nozzle [2]. They were designed as a the parametric cycle analysis.
compromise between the turboprop and turbojet engines.
A turbo engine induces a large internal propeller and two
streams of air flowing through the engine. The primary

† We  wish  to  acknowledge  the  support  of  the  Natural  Science 
Foundation  of  Jiangsu  Province  (No.  BK20140829);  Jiangsu  Postdoctoral 
Science  Foundation  (No.1401017B);  and  the  Scottish  Government  which   
funded  this  project  through  the  Royal  Society  of  Edinburgh  in  partnership 
with the NNSFC; Fund for Science of Dogus University Figure 2 Schematic diagram of a turbofan engine PW4000
 2 ENGINE PERFORMANCE
In describing the performance of a turbofan engine, it is
helpful to define their important air-breathing engine
performance parameters that are useful in aircraft  
propulsion. They are thrust, fuel consumption, and engine
efficiencies. Each of these parameters is briefly discussed Figure 3 PW4000 Engine Components and Cross-sectional
model.
here and the detailed derivations of each term will be
shown in both cycle analyses.

2.1 THRUST

The thrust is a mechanical force that is generated by a jet

engine to move the aircraft through the air. For a
propulsion system it must be in physical contact with
a working fluid to produce thrust. Thrust depends on the Figure 4 Passing Parameters by Parts.
amount of gas that is accelerated and on the difference in  
velocity of the gas through the engine. For the turbo fan
3.1 MASS FLOW FUNCTION
engines the analysis for the total thrust is mathematically
described in equation (2.1): The mass flow parameter (MFP) is mainly based on the
. .
law of conservation of mass. It has a combination of mass
F  mcore V9  V0   mbypass V22  V0  (2.1)
flow per unit area with the perfect gas law, Mach number,
. sound speed, and equations for total temperature and
where F is the Thrust force, m core is Core Mass Flow, pressure [1]. We consider the equation (3.1) for the mass
.
flow rate:
mbypass is Bypass Mass Flow, and V9 is Nozzle Exit
   m  K Ap q ()    (3.1)                               
. *

Velocity, V22 Bypass Exit Velocity and V0 Intake Velocity.

T*
2.2 SFC Where m is the Mass flow Rate (kg/s), K is Air/gas
*
Specific fuel consumption (SFC) is the fuel flow rate Coefficient, A is Section Area ( M 2 ), p is Total Pressure
divided by the output thrust or power. For long-range, civil (Pa),  T is Total Temperature (K) and q ( ) is Flow
*
aircraft engines, a low SFC is critical as the cost of fuel is
typically 15 to 25 per cent of aircraft operating costs [3]. Density.
For the turbo fan engines analysis for the SFC is 3.2 INLET/INTAKE SECTION
mathematically described as:
.
In this section of the engine there is no exchange of heat
3600 m f and kinetic energy occurrence if on ground, the total
SFC  (2.2)
F pressure and total temperature for this expression is
. mathematically described as:
Where 3600 Converts seconds to hours, m f is the Mass T0*  T0 (3.2)
Fuel Flow and F is the Thrust force. P0*  P0 (3.3)
3 PW4000 COMPONENT DESIGN
P1*   i P0* (3.4)
PARAMETERS AND ANALYSIS
T1*  T0* (3.5)
To calculate the component performance parameters, *
Where P* Total Pressure,  T is Total Temperature,  P
unknown and known inlet and discharge conditions for
each component must be determined. The unknown inlet Static Pressure,  T is Static Temperature and  i  is Inlet
and discharge conditions that need to be calculated are the Pressure Recovery Coefficient.
pressure, temperature, Mach number, Mass Flow, Thrust 3.3 FAN
and SFC. The PW4000 is an unmixed twin spool turbofan
engine; the calculation is done according to the assembly It has two outlets, one outlet correspond to the inlet of the
of its components and cross-sectional model since it’s a Bypass, the other corresponds to the compressor and has
shown in Figure 3 and passing the parameters by parts of lower pressure ratio (  f ) compared to core compressors
the engine in Figure 4. [4].  The analysis for the output of the fan is
mathematically described as:
  The quantity of air flow that goes into the Bypass is given
by:
  . . .
m  mc  mb (3.6)
. .
  m b   m c (3.7)
 .
Make m c the subject in Equation (3.6) and substitute to h11* i  C pT11i* (3.26)
Equation (3.7) given by
Once we get the value of T11i* from Equation (3.25) we get
.
  . .
mb    m mb  (3.8) *
h11i in Equation (3.26) and since the Inner Fan Efficiency
 
The quantity of air flow that goes into the Core is given by *
is given and C p is not constant, we can get T11 given by
. . .
mc  m  m b (3.9) h11* i  h1*
*f 1  (3.27)
. h11*  h1*
Make the m b the subject in Equation (3.9) which gives
Equation (3.10) and substitute it to Equation (3.6) which h11* i  h1*
h11*  h1*   T11* (3.28)
gives Equation (3.10)  *
f1
. . .
3.4 BYPASS
mb  m  m c (3.10)
. . . The analysis for the Bypass section is mathematically
m  mc   mc (3.11) described as:
. P91*   b P22* (3.29) 
mc  
Finally make the subject in Equation (3.11) which
    T91*  T22*  (3.30) 
gives the airflow through the Core given by  
. 3.5 COMPRESSOR
. m (3.12)
mc  The analysis for the Compressor section is mathematically
1   
described as:
The analysis for the fan outlet to the Bypass inlet section is
mathematically described as:    P2*   ch* P11* (3.31)
*
      s  C p ln T22 i  R ln  *f 2  0 (3.14) T2*i
s  C p ln  R ln  ch
*
 0 (3.32)
T1* T11*
C p ln T22* i  C p ln T1*  R ln  *f 2 (3.15) C p ln T2*i  C p ln T11*  R ln  C* (3.33)
We define; We define;
1*  C p ln T1* (3.16) 11*  C p ln T11* (3.34)
* *
We can get T22i in Equation (3.17) given by We can get T2i in Equation (3.31) given by
22 i  1  R ln  f 2  T22 i  R ln  C*  T2*i (3.35)
* * * *
(3.17) *2i  11
*

i  C pT22 i
* *
h22 (3.18) h2*i  C pT2i* (3.36)
*
Once we get the value of T22i from Equation (3.17) we get Once we get the value of T2i* from Equation (3.35), we can
*
h22i in Equation (3.18) and since the Outer Fan Efficiency
get h2i* from Equation (3.36) and since the Efficiency is
*
is given and C p is not constant we can get T22 given by given and C p is not constant we can get T2* given by
h h * *
h2*i  h11*
*f 2  22 i 1
(3.19)
*ch  (3.37)
h h *
22
*
1 h2*  h11*
h h* *
*
h22  h1*  2i 1
 T22* (3.20) h2*i  h11*
 *            h2*  h11*   T2* (3.38)
f2
 *
ch
The analysis for the fan outlet to the Compressor inlet
section is mathematically described as: 3.6 COMBUSTION CHAMBER
P11*   f 1* P1* (3.21) In the combustor, the fuel is mixed with the air and burned
T* to add energy to the primary gas path. The outer walls are
s  C p ln 11*i  R ln  *f 1  0 (3.22) constructed of segments with holes that permit air to enter
T1
the chamber for combustion, dilution, and cooling [5].
C p ln T11i  C p ln T1*  R ln  *f 1 (3.23)
*
P3*   P2* (3.39)
We define; The following procedures for this section is given by
1*  C p ln T1* (3.24) Since T3* is given, we can get h3* from Equation (2.35):
We can get T11i* in Equation (2.25) given by h3*  C pT3* (3.40)
11* i  1*  R ln  *f 1  T11* i (3.25)
 .
F
First we need to
t get the C p from Figure (3.3) and
 *  1 
2 2   ch  1
s
substitute in Equation
E (3.40)) *
  m h
 
.
 1   
m 2 h 1  1
*
3   power  50000 
 *   *
ch
 th 
(3.4
45)
Thee equation aboove shows the power generaated by the
HPT T that is used to drive HPC to provide a power
p balancee
he shaft .The 50000J in the Equation abo
to th ove representss
the work of the fuuel pump thatt pumps the fu uel to mix withh
the air in the com
mbustion cham mber. Finally we
w get the
presssure ratio forr the HPT from m Equation (3.45), given ass
(  th*  3.9 )
Thee analysis for the
t HPT section is mathematically
desccribed as:
P33*   th* P3* (3.46)
T33* i
Figure 3.3 Specific heatt C p , for kerosene combustionn s  C p ln  R ln  th*  0 (3.47)
T3*
productss versus temperrature and fuel air
a ratio [4].
C p lnn T33* i  C p ln T3*  R ln  th* (3.48)
(
The quantity of air flow that goes intto the combuustor
T We define;
c
chamber is givven by 33*  C p ln T33* (3.49)
m 2  m 1  m f (3.41)) *
We can get T33i i Equation (33.46) given by
in y
S
Since burner efficiency
e *b and (LHV = 43.124 106 ) we
*33i  *33  R ln  th*  T33* i (3.50)
.
c calculate the
can t Fuel mass m f In Equatiion (3.42) h C T
*
33i
*
p 33i (2.51)
m h*  m 1h2* *
b*  2 3 (3.442) Oncce we get the value
v of T33i ffrom Equation
n (3.50), we
m f LHV *
can get 33i from
h m Equation (3.51) and since the Efficiencyy
By doing furtther simplificaation from Eqquation (3.42) we *
. is given and C p is
i not constantt we can get T33 given by
finally get thhe mass fuel ( m f ) in Equaation (3.43) sinnce
h3*  h33
*
we have all the
t data relateed to this equaation is given by
b *th  (3.52)
h3*  h33i
*

 
.
m 2 h3*  h2*
 
.
mf  (3.43) *
h33  h3*  h3*  h33i
*
th  T33* (3.53)
b LH
HV  h3*
*

3.8 LOW PRESSURE

P T
TURBINE
O
Once we get m f from Equaation (3.43) we
w substitute too the
v
value in Equattion (3.41) to give us Combbustor outlet mass
m Thee analysis foor the LPT section is mathematicall
m ly
f
flow ( m 2 ). desccribed as:
Thee quantity of air
a flow that gooes into the LPT is given byy
3.7 HIGH
H PRESSUR
RE TURBINE
E
m 2  m 1 (3.54)
T quantity of
The o air flow thaat goes into thee HPT is giveen by: Firsst we need to calculate the LPT Pressurre Ratio (  tl ),
*
. . .

m Turbine
 m 2  m cooling (33.44) also
o to balance thhe power withh the Fan in the
t engine. We
W
. can get the valuee in Equation (3.55) where we can get thhe
W
Where m 2
w get from Eqquation (3.37)) in the
we Speecific heat (  ) from Figure (3.4)
c
combustion chhamber analyssis; First we neeed to calculaate
 * 1  . *  * 1 
.
thhe HPT Pressure Ratio (  th
t ), since the
*
e turbines requuire   m h  f 1 1 m2 h22  f 2 1
*
1 11
   
eextra power too generate the aircraft and allso to balancee the
.
 1     
m2 h33* 1 1  *tl 
p
power with thee HPC in the engine.
e We caan get the valuue in
 *   f 1
*
f 2
*

E
Equation (3.455) where we can get the Speecific heat (  )  tl 
f
from Figure (33.4) (2.555)
Thee equation abbove shows thhe power gen nerated by thhe
LPTT that is used for two parts,, one part is ussed to drive thhe
fan and the otheer is used to drive the LPC C to provide a
ppower balancee to the shaft ft. Finally wee get the presssure  
r
ratio for the LP
PT from Equaation (3.55), given as 4 PW40000 ENGINE GEOMETR
RY
(  tl*  4.23 ) CALCUULATION
The analysis for the LP
T PT section iss mathematiccally
d
described as: Acccording to thee PW4000 enggine stations in
i Figure 3, thhe
P4*   tl * P33* (3.56) Areea ( A ) calcuulation for eaach section off the engine is
matthematically described
d as
T4*i
 R ln  tl*  0 (3.57)
2 2
s  C p ln d   d 
T33* A        (4.1)
(
2  2B 
n T33*  R ln  tlt* (3.58)
C p lnn T4*i  C p ln
Wh
here d is thee component diameter and
d B is Takinng
W define;
We oveer the hub.
4i*  C p ln T4*i (3.599) . App*q()
*
mK (4.2)
W can get T4i
We 4 in Equation (3.60) given by
b T*
l  tl*  T4*i (3.60)
 *4i   *33  R ln bstitute the vallue q    afterr calculating from
Sub f Equationn
(4.2
2) into Equatioon (4.3), sincee (k=1.4) we can
c calculate
h4i*  C pT4*i (2.61)
 given by
O
Once we get thhe value of T4i* from Equattion (3.60) wee can 1 1
 k  1  k 1  k  1 2  k 1 (4.3)
g
get h4i* from E
Equation (3.661) and since the Efficienccy is q ( )     1   
 2   k 1 
*
g
given and C p is
i not constantt we can get T4 given by Finaally we can caalculate the M
Mach number by
b substitutingg
*
h33  h4* the value  from
m Equation (44.3) into Equaation (4.4)
*tl  (3.62)) giveen by
*
h33  h4i*
2
h4*  h33
*

 h4i*  h33
*

*tl  T4* (3.63) Ma  
 k  1   k  1  2
(4.4)

3.9 NOZ
ZZLE 5 RESUL
LTS
. The analysis for the Nozzle section is mathematically
m y Table 1 PW
W4000Engine C
Cross-sectional Performance
d
described as:
P9*   e* P4* (3.64) 
 
T9*  T4* (3.65) 
 
T Nozzle exxit velocity is given
The g by
2
V9  9 RT4* (3.66
6) 
 1  
W
Where we cann get the Speciific heat (  ) from
f Figure (33.4)
a ( 9 ) we get
and g it from Equuation (3.8)

Figure 5 Gamma
G for kerosene combustioon products versus
temperature annd fuel air ratio [4].
 Table 2 PW4000Engine Cross-sectional Area The Turbine inlet Mach number range according to the
book is equal to 0.2 [4]. Referring to the results in Table
(6.1) the Mach number for the compressor inlet is 0.101
which is lower than the required range.
The Turbine exit Mach number according to the book is
approximately equal to 0.3 but less than 0.55 [4].
According to the results in Table (6.1) the Mach number
for the turbine outlet lies between the ranges given.
REFERENCES

[1] KA HENG LIEW. Aerothemodynamic cycle analysis

of a dual-spool, separate-exhaust Turbofan Engine
with an interstage turbine burner[D]. Michigan:
Michigan Technological University, 2006.
[2] Colin Kling. Process Description: How a Turbofan
Engine Works[J]. ENGL. 2011, 3.
[3] Rolls Royce. The Jet Engine [M]. 5th . UK,1996. 76.
[4] P.P Walsh, P.Fletcher. Gas Turbines Performance[M].
2nd .Oxford :Blackwell Publishing Company, 2004.
159~215.
[5] Treager. Aircraft Gas Turbine Engine Technology[M].
3rd . India:McGraw Hill Education, 2002. 444~454.

Table 3 PW4000Engine Performance Parameters

6 CONCLUSION
The research objective of this paper is to transfer the
parameters from the inlet section to the outlet section for
each component containing in the PW4000 engine.  Using
the given design parameters to calculate the total thrust,
SFC, Section Area, Mach number, Mass flow etc. in the
ground state of the pneumatic test each section of the
thermal parameters in the engine. The results provided are
then used to search for possible operating range for each
engine component for an optimum design choice.
We got the results for every cross-sectional Mach number
of the PW4000 engine. For the Fan inlet the Mach number
range given by Rolls Royce book is from 0.55~0.65 [4],
but referring to the results in Table (6.1) the Mach
number for the Fan inlet is 0.526 which lies close to 0.55.
The Bypass exit Mach number range given by Rolls Royce
book is from 0.3~0.35 [4]. But referring to the results in
Table (6.1) the Mach number for the Bypass Outlet is
0.865 which is above the range.
The Compressor inlet Mach number range according to
the book is given from 0.4~0.6 [4]. Referring to the results
in Table (6.1) the Mach number for the compressor inlet is
0.357 which lies close to 0.4.
The Compressor Exit Mach number range according to the
book is given from 0.2~0.35 [4]. Referring to the results in
Table (6.1) the Mach number for the compressor inlet is
0.165 which lies close to 0.2.