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Analysis of a Turbojet

with GasTurb 12

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Abstract
The purpose of this report is to analyze a turbojet problem with a solving program known
as GasTurb 12. The program solutions are validated with a case study, and the actual hand
solutions, in order to ensure that the output is close to what is expected. Input values of the
known conditions for two problems, one case with an afterburner and one without, are then used
to find their solution in the program. The quantities required for the problem, the net thrust and
the Thrust Specific Fuel Consumption (TSFC), are calculated after this, and parametric study
plots are generated for both parameters vs. the compressor pressure ratio. The parametric studies
are done for different turbine inlet temperatures, including the operating condition temperature.
At the same time, the cases are run at two other conditions of an 18,000 ft elevation and a Ma =
0.75, along with a case of 36,000 ft elevation and Ma = 0.85 values. This is done to investigate
the effects of flight elevation and speed on the generated thrust and TSFC. It is found that the use
of an afterburner allows the generation of a significant increase in thrust. Although, this comes at
a cost of increased fuel consumption, manifested as a rise in the value of the TSFC. It is also
shown from the generated data that the increase in flight speed and elevation severely
deteriorates the thrust value, and as such, raises the fuel consumption for the same amount of
thrust. As such, specified flight velocities and elevations must be maintained for expected engine
performance. Finally, the increase in the turbine inlet temperature creates a rise in the level of
thrust generated, along with a corresponding drop in the TSFC. Realistically, physical limitations
such as turbine blade material restrict this temperature value. As such, all aspects of a turbojet
engine must be considered when designing such complicated turbomachinery.

Table of Contents
Introduction.pg-4
Background Theory....pgs(4-6)
Apparatus.pg-6
Procedure.pgs(6-10)
Data & Results...pgs(10-17)
Discussion...pg-18
Conclusion..pgs(18-19)
References...pg-20
Appendix.pgs(21-23)

Introduction
The purpose of this report is to analyze the results of using the technical program
GasTurb 12 to find preliminary solutions for turbojet problem parameters, which maybe
normally calculated by hand. Due to the complexity, and tediousness, of solving a complicated
turbojet system when there are multiple gas products of combustion, it is desired to have an
easier method of establishing such solutions. Another point is the fact that the change of any
parameter, in order to see the effect on the results for example, would mean the problem must be
entirely resolved. With GasTurb 12, a parametric study can be set up to inspect the effects of
changing various inputs on the output. From this data, an optimum operating point for a turbojet
can be selected based on the confines of other physical restrictions such as material, geometry, or
ease of manufacturing. Note that the program analysis uses physical phenomena like
temperature, pressure, and fuel properties to calculate results. As such, other levels of design
must be incorporated to fully realize if a certain design point is even achievable. This is what is
meant by other confines. The validity of GasTurb 12 results can be checked based on a case
study in the appendix, which compares hand results for a certain engine to the program results.
This report is divided into 5 major sections: Background Theory, Procedure, Data &
Results, Discussion, and Conclusion. The Background Theory section discusses the layout of a
turbojet, along with the different sections denoted on a diagram. It also gives a brief intro into
some historical perspective points. The Procedure discusses the input of data and analysis in
GasTurb 12. Data and resulting diagrams from the program are presented in the Data & Results
section. These results and their meaning is then explored in the Discussion section. Finally, the
Conclusion suggests points of application and further recommendations.

Background Theory
Gas turbines are inventions of the 20th century that started being used before World War II
for the purpose of power generation. At the time, they were not very competitive with steam
turbines and diesel engines for power applications. This was due to the low fuel efficiency,
unreliability, and the high level of noise they generated during operation. As such, their first uses
were as engines for military jets, and later, for civil aircrafts. The use of gas turbines as thrust
generating devices for aircraft constitutes the classification of jet engine. Although the
efficiency improved in such applications, non-aircraft uses saw a longer time for improvement.
Today, due to metallurgical and aerodynamic improvements, much higher efficiencies of the
separate components is achievable. As such, the overall efficiency of a gas turbine has also
improved. Below, in Figure 1, is a schematic of a gas turbine engine and its primary components.

Figure 1: Schematic of a gas turbine and its components.


In Figure 1, the ambient dry air enters at the left side of the diagram, as indicated by the
arrows. For the compression section, the air is sucked in at the intake and elevated to a higher
pressure using progressive compressor blade stages. This rise in pressure, from entry conditions
until the end of what is defined as the Cold Section in the diagram, can be characterized by a
parameter known as the pressure ratio. This is the ratio of the exit pressure for the compressor to
the inlet pressure. After exiting the compressor, the elevated temperature and pressure air enters
the combustion chamber, where it is generally mixed with a hydrocarbon type fuel and ignited.
The resulting burning of the fuel and exhaust gas generation creates high temperature gas
products. These gases expand through the turbine stage, rotating the turbines to move the
compressor, and generating additional energy that can be extracted from another source.
Generally, there is one turbine known as the gas generator turbine, which rotates the compressor,
and another stage known as the power turbine, which extracts any additional fluid energy. In a
turbojet, the extracted power at the gas generator is strictly enough to operate the compressor.
Rather than using a power turbine to extract the additional power, the hot gas is directed toward a
nozzle that causes it to exit the engine at a high speed, creating a forward thrust. In Figure 2, the
two turbojet layouts which will be analyzed are shown.

Figure 2: Schematic of a basic and afterburner turbojets components.


In Figure 2, the top engine is the basic turbojet. This layout only has an added nozzle,
which speeds up the exiting gases. Normally, a diffuser is also used at the front of the engine to
bring the high speed inlet flow to a lower one, and increase the static pressure. The addition of an
afterburner section, in the picture below that, uses extra fuel to burn with the excess air available
from primary combustion. This increases the energy of the hot gases and generates more thrust.
It can be shown that the main factors which influence a turbojets effectiveness are the
compressor pressure ratio, temperature of the exiting exhaust gases at the turbine inlet and
afterburner, and the various component efficiencies.

Apparatus
Although no physical instruments were used in the analysis discussed in this paper, the
program GasTurb 12 for the solution of gas turbine cycle data was used. Its various workings
will be discussed in the Procedure.

Procedure
In Figure 3, below, is the main screen for GasTurb 12. From it, the desired jet engine
layout may be selected. Note the amount of options available just under the jet engine section,
which incorporates the different layouts of the fundamental components.
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Figure 3: Main Screen of the GasTurb 12 program.


Due to the scope of this paper, and the fact that a demo version is used in the analysis, the
option selected for solving the problem is a TURBOJET. Under the basic thermodynamics tab on
the left, an option of Cycle Design is used to input data for the problem at hand. In Figure 4, the
cycle design input screen is shown with the different inputs to the problem that will be solved.

Figure 4: Data input screen of the GasTurb 12 program.


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The input data for the right hand side is set based on given problem conditions. To better
understand this, the diagram in Figure 5 displays the different stations of the system, and the
input data for the problem analyzed is directly below that in Table 1.

Figure 5: Stations of a turbojet in the GasTurb 12 program.

Table 1: Problem given data.


Station
2
3
4
General

Data
P = 14.696 psia
T = 518.67 R
P3/P2 = 13.5
T = 2270 R
Mass flow of air = 170 lb/s
Diffuser efficiency = 100 %
Compressor efficiency = 87 %
Gas generator turbine efficiency = 89 %
Nozzle efficiency = 97 %
Pressure drop across combustor = 3 %

Additional case
Afterburner temperature = 3240 R
From Figure 4, the top input value on the right is the mass flow rate of air into the
compressor, and is inputted based on the given data. Below that, the intake pressure ratio is set to
1 in order to avoid any losses in the intake section, given the fact that the diffuser efficiency is
100 %. The next value of pressure ratio is the previously explained ratio across the compressor,
and it can be evaluated by dividing the pressure at station 3 by the pressure at station 2. Note
from the data in Table-1 that this value is given. A value for the burner exit temperature can be
found from the given data at station 4; this is the temperature exiting the primary burner and
entering the turbine. In order to specify a fuel heating value, the assumed fuel is n-Octane, and
the data for the heating value can be found in reference [1] (books section). For that input, the
Lower Heating Value is used, which assumes all products of H 2 O are in the vapor state at the
combustion chamber exit. There is no overboard bleed of air flow assumed. As such, the next
value is set to 0. The burner pressure ratio is less than 1 due to the 3 % drop in combustor
pressure between stations 3 and 4, which is representative of non-ideal behavior from flow losses
such as friction. Under the other tabs in the middle of Figure 4, the other data for efficiencies of
the components is entered. Finally, the Design Point button in the upper left is clicked, and the
data screen gives the results. Note the tab in the middle of Figure 4 at the bottom labeled Reheat.
This is where the option for an additional afterburner reheat of the gases can be inputted. It is set
to off here since there is no afterburner in case 1. In case 2, the afterburner temperature is used
with the same inputs to see the effect on the results. As such, the second case input screen is not
shown here. Instead, the option explored next is the parametric study, which is shown in the left
hand corner under the Task tab. This allows the choice of two parameters to plot, along with
curves of a particular chosen property that can be generated, and shown to vary with both
parameters. Figure 6 below displays the window for parameter choice.

Figure 6: Parametric study choices screen in the GasTurb 12 program.


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The parameters in Figure 6 are selected under parameter 1 and 2 tabs. After the
parameters are inputted, the currently Undefined button in the upper left corner can be pressed.
The curves to be generated are then chosen on the next screen, and the plot generated. For the
purposes of brevity, this is not shown here. The selected values for step size, start, and number of
values on the right indicate the amount of data that will be displayed.

Data & Results


Figure 7 shows the resulting data from the program for the basic turbojet case, followed
by several plots that compare the pressure ratio to the thrust and the Thrust Specific Fuel
Consumption (TSFC) at different temperatures. The TSFC describes the fuel expended to
generate a certain amount of thrust. As such, it is desired to have a low value for this parameter
in order get more thrust for the same mass flow of fuel.

Figure 7: Problem 1 results in the GasTurb 12 program.


This data above indicates the results sought in the problem. The four values to be solved
for are the thrust developed by the engine, which is indicated in the results by FN, the thrust
specific fuel consumption of the engine, which is indicated by TSFC, the exit area, and the throat
area of the nozzle. Due to the constraint of the demo version not allowing the choice of a
converging-diverging nozzle specified by the problem, these results are neglected from
comparison. Although, it should be noted that the calculated exit area for a C-D nozzle is larger
than the converging nozzle exit area specified by A8 in the program results, which makes sense.
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Below, Figures 8 & 9 present the two desired parametric studies for thrust and TSFC at sea level
static conditions, Figures 10 & 11 at an altitude of 18000 ft and a Mach number of 0.75, and
Figures 12 & 13 at an altitude of 36,000 ft and a Mach number of 0.85

Figure 8: Thrust parametric study at SLS conditions in the GasTurb 12 program. (Pr1)

Figure 9: TSFC parametric study at SLS conditions in the GasTurb 12 program. (Pr1)
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Figure 10: Thrust parametric study at 18,000 ft and Ma=0.75 in the GasTurb 12 program. (Pr1)

Figure 11: TSFC parametric study at 18,000 ft and Ma=0.75 in the GasTurb 12 program. (Pr1)

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Figure 12: Thrust parametric study at 36,000 ft and Ma=0.85 in the GasTurb 12 program. (Pr1)

Figure 13: TSFC parametric study at 36,000 ft and Ma=0.85 in the GasTurb 12 program. (Pr1)

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In Figure 14 is the output data for the case run with an afterburner at the specified
temperature from the given input data. The plots that follow in Figures 15 to 20 are identical to
the ones generated for the non-afterburning case. The parametric studies are read by having a
variable on the x-axis, a variable on the y-axis, and following one of the temperature curves to
evaluate the performance of the engine at different operating points based on what is desired.
Hand calculations for the thrust and the TSFC are given in the Appendix as results to compare.

Figure 14: Problem 2 with afterburner results in the GasTurb 12 program.

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Figure 15: Thrust parametric study at SLS conditions in the GasTurb 12 program. (Pr2)

Figure 16: TSFC parametric study at SLS conditions in the GasTurb 12 program. (Pr2)

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Figure 17: Thrust parametric study at 18,000 ft and Ma=0.75 in the GasTurb 12 program. (Pr2)

Figure 18: TSFC parametric study at 18,000 ft and Ma=0.75 in the GasTurb 12 program. (Pr2)

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Figure 19: Thrust parametric study at 36,000 ft and Ma=0.85 in the GasTurb 12 program. (Pr2)

Figure 20: TSFC parametric study at 36,000 ft and Ma=0.85 in the GasTurb 12 program. (Pr2)
All the figures above in this section are a direct result of the program analysis. The
implications of these plots are further explained in the Discussion below.
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Discussion
The Figure 7 results indicate that the net thrust delivered (FN) is equivalent to 13,593.6
lbm
lbf, and that the TSFC value is approximately 0.748 lbf hr . For the afterburner results of
Figure 14, the thrust generated comes out to 19,038.59 lbf, and the TSFC is equal to 1.3896
lbm
lbf hr . Here, it should be noted that there has been a significant rise in the value of thrust.
On the other hand, this comes at the expense of a significant rise in the TSFC, which means a
much larger level of fuel consumption for the amount of thrust supplied. Another issue to
consider is the added length to the engine that can be seen in Figure 2 of the Background Theory
section. Such an extension must be accounted for in design. The reason for using the afterburner
section in a jet engine is due to short periods in flight, such as takeoff, that may be aided by the
larger thrust supplied. To take note of other behaviors, it can be seen in Figures 8, 10, and 12 that
the particular engine in a non-afterburning state is operating slightly off maximum thrust
conditions, which are at a lower pressure ratio. In the afterburning condition, from Figures 15,
17, and 19, the operating point is given to the left of the maximum thrust point, meaning that a
higher pressure ratio would be required to produce a maximum thrust in the afterburning case. It
should be noted that these generalized descriptions are also a function of the operating
temperature at the turbine inlet. This is because some temperature lines have drastically different
curvatures. It can be seen in all cases that the higher the turbine inlet temperature, the higher the
thrust is, and the lower the value of TSFC. As for the TSFC curves, all of the operating points are
at a slightly lower pressure ratio than would be required to give the least amount of fuel
consumption for the given thrust. Finally, although the effects of an added afterburner have been
explained, the change in thrust with different elevations hasnt. It can be seen in both cases of
afterburning and non-afterburning engines that as altitude increases, there is a large decrease in
thrust due to the decrease in air density, and the corresponding decrease in mass flow rate. At the
same time, it can be seen from reference 1 (books section) that at a constant elevation, the level
of thrust decreases almost linearly with flight velocity. As such, both factors work to reduce the
given thrust of the turbojet engine, and proper speeds and elevations must be maintained during
flights to avoid this loss.

Conclusion
It is clear from the Discussion section that nothing is without sacrifice. In order to
generate an increased thrust with the addition of an afterburner, a corresponding rise in the fuel
consumption of a turbojet engine is evident. The large increases in thrust must therefore only be
used at thrust critical flight times, such as during takeoff. The effects of high speed and elevation
flight on the level of thrust provided makes it clear that aircrafts cannot simply fly at any
elevation desired, or at any speed, with no consequential losses. If the engine performance is to
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be maintained, the expected conditions of operation must not vary by much. The analysis also
highlights the importance of a high temperature at the turbine inlet in order to increase thrust, but
this is counter struck by the limitations on temperature due to turbine blade material. Again,
many design considerations must be made in order to establish a design point, and not every
option is clear cut as the best one to use. The different levels of analysis require experienced
engineering judgment on how to design something as complex as a turbojet. Programs like
GasTurb 12 can help with preliminary analysis of the type of power generation to expect if the
design can meet the set conditions. As such, it is important to judiciously balance all aspects of
design.

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References
Books:
1- Bathie, William W., Fundamentals of Gas Turbines, 2nd Ed. John Wiley & Sons, Inc.

Websites:
1- http://jamesskaar.hopto.org:8080/download-literature/engineering/energy%20production
%20and%20management/Gas%20Turbine%20Performance/6434X_app.pdf
2- http://www.cap-ny153.org/Turbojet%20Diagram.gif
3- http://www.rchelisite.com/images/turbine/turbine_diagram.png
4- http://www.aerospaceweb.org/question/propulsion/jet/turbojet.jpg

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Appendix

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Case Study (Problem 6-15)

Figure 21: GasTurb 12 values of problem 6-15.

Table 2: Problem 6-15 hand solutions.

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Property
Thrust

Value
Hand = 19,717 lbf

TSFC

Program = 19,950.77 lbf


lbm
Hand = 0.517 lbf hr

lbm
Program = 0.5073 lbf hr

Hand Solutions (Problem 6-28 & 6-30)


Table 3: Problem 6-28 hand solutions.
Property
Thrust

Value
Hand = 13,322 lbf
Program = 13,593.6 lbf

TSFC

lbm
Hand = 0.707 lbf hr
lbm
Program = 0.748 lbf hr

Table 4: Problem 6-30 hand solutions.


Property
Thrust

Value
Hand = 18,953 lbf

TSFC

Program = 19,038.59 lbf


lbm
Hand = 1.38 lbf hr
lbm
Program = 1.3896 lbf hr

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