Recap: Lecture 4, 13th January 2015,

0830-0925 hrs.
Ideal cycle for jet engines
Without and with afterburning

The generalised thrust equation

Momentum and pressure thrust

The thrust equation

m f

Control surface

(Reaction)
u
Ae

Ai

ue

m a

u, Pa

m e

Thrust producer
y

m s

Ae, Pe

x
2

The thrust equation

The reaction to the thrust, , is transmitted
to the support. The engine thrust is thus
the vector summation of all forces on the
internal and external surfaces of the
engine.

Therefore, F u (u.n )dA
CS

Considering the components of force and

the momentum flux in the x-direction only,

Fx ux (u.n)dA
CS
3

The thrust equation

The pressure and velocity can be
assumed to be constant over the entire
control surface, except over the exhaust
area, Ae.
The net pressure force acting on this
control volume is (PaPe)Ae.
The only other force acting on the control
volume is the reaction to the thrust, .
Adding up the forces in the x-direction,

( Pa Pe ) Ae
4

The thrust equation

The mass flow that enters the capture area,
a uAi
m
Ai, is
Similarly, the mass flow crossing the exhaust
e eue Ae
area Ae, is, m
m e m a m f
Also,
f eue Ae uAi
m
Or,
Continuity equation for the CV gives,

eue Ae u ( A Ae ) m s m f uA 0
Rearrangin g, m s m f uAe eue Ae
Which is, m s u ( Ae Ai )
5

The thrust equation

From the momentum balance across the CV,

ux (u.n)dA m eue m su u( A Ae )u m au u( A Ai )u
CS

This is the net outward flux of x-momentum.

This equation reduces to

ux (u.n)dA m eue m au
CS

From the force balance equation, we have,

eue m
au ( Pe Pa ) Ae
m
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The thrust equation

If we define fuel-air ratio,

a (1 f )ue u ( Pe Pa ) Ae
m
This is the generalised thrust equation for
air-breathing engines.
The term (PePa)Ae is not zero only if the
exhaust jet is supersonic and the nozzle does
not expand the exhaust jet to ambient
pressure.
However if Pa Pe, it can be substantial
contribution.
7

Engine performance parameters

The engine performance is described by
different efficiency definitions, thrust and the
fuel consumption.
The efficiency definitions that we shall now
be discussing are applicable to an engine
with a single propellant stream (turbojets or
ramjets).
For other types of jet engines (turbofan,
turboprop) the equations need to be
appropriately modified.

Engine performance parameters

Propulsion efficiency: The ratio of thrust
power to the rate of production of propellant
kinetic energy.
u
P
m a (1 f )(ue2 / 2) u 2 / 2

If we assume that f1 and the pressure

thrust term is negligible,

(ue u )u
2u / ue
P 2

2
ue / 2 u / 2 1 u / ue
9

Engine performance parameters

Thermal efficiency: The ratio of the rate of
production of propellant kinetic energy to the
total energy consumption rate

m a (1 f )(ue2 / 2) u 2 / 2
(1 f )(ue2 / 2) u 2 / 2
th

m f QR
fQR

where, QR , is the heat of reaction of the fuel.

For a turboprop or turboshaft engine, the
output is largely shaft power. In this case,
Ps
th
where, Ps , is the shaft power output of the engine.
m f QR
10

Engine performance parameters

Overall efficiency: The product of thermal
efficiency and propulsion efficiency.
o pth
In the case of aircraft that generate thrust
using propellers,

o prth
Where, pr is the propeller efficiency .

11

Engine performance parameters

Thrust specific fuel consumption, TSFC
m f
m f
TSFC

m a (1 f )ue u
For turbine engines that produce shaft power,
brake specific fuel consumption, BSFC
m f
BSFC
Ps
For engine (like turboprop) that produce both,
equivalent brake specific fuel consumption,
m f
m f
EBSFC

Pes Ps u
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PT6: Turboprop Engine

500 to 2,000 shaft horsepower class

Multi- stage axial and single-stage centrifugal
compressor
Reverse flow combustor
Single-stage compressor turbine
Independent free power turbine with shrouded
blades
Forward facing output for fast hot section
refurbishment
Epicyclic speed reduction gearbox
13

Source: http://www.pwc.ca/en/engines/pt6a

Ideal cycle for jet engines

4

5
3

2
a

Ideal turbojet cycle (without afterburning)

on a T-s diagram
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Ideal cycle for jet engines

For cycle analysis we shall take up each
component and determine the exit conditions
based on known inlet parameters.
Intake: Ambient pressure, temperature and
Mach number are known, Pa, Ta and M
Intake exit stagnation temperature and
pressure are determined from the isentropic
relations:
1 2
T02 Ta 1
M
2

T02
P02 Pa
Ta

/( 1)

15

Ideal cycle for jet engines

Compressor: Let the known compressor
pressure ratio be denoted as

P03 c P02
T03 T02 c

( 1) /

Combustion chamber: From energy balance,

h04 h03 fQR

T04 / T03 1
or , f
QR / c pT03 T04 / T03
Hence, we can determine the fuel-air ratio.
16

Ideal cycle for jet engines

Turbine: Since the turbine produces work to
drive the compressor, Wturbine = Wcompressor

m t c p (T04 T05 ) m a c p (T03 T02 )

or , (1 f )(T04 T05 ) (T03 T02 )
T05 T04 (T03 T02 ) /(1 f )
/( 1)

T05

Hence, P05 P04

T
04
For an ideal combustion chamber, P04 P03
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Ideal cycle for jet engines

Nozzle: With no afterburner, T06=T05, P06=P05

Therefore, the nozzle exit kinetic energy,

ue2
h07 h7
2
Since, h07 h06

ue 2c pT06 1 Pa / P06

( 1) /

Thrust, TSFC and efficiencies can now be

determined using the formulae derived earlier.
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Ideal cycle for jet engines

a
Thrust, m

(1 f )ue u ( Pe Pa ) Ae

If ( Pe Pa ) Ae is negligible ,
m a (1 f )ue u
TSFC

m f

m f

m a (1 f )ue u

u
Propulsion efficiency, P
m a (1 f )(ue2 / 2) u 2 / 2

Thermal efficiency,

th

(1 f )(u

/ 2) u 2 / 2
fQR

2
e

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