JET ENGINE PROPULSION IN AIRCRAFT

MAYANK BHARDWAJ
8MA1
HISTORY OF JET ENGINES
The first jet engine was built by Egyptian
scientists during 100 B.C.

The device was known as Aeolipile and
used steam power directed through two
nozzles to cause a sphere to spin rapidly
on its axis

It was not used for supplying mechanical
power and was simply considered a
curiosity

Dr. Hans von Ohain and Sir Frank Whittle
were the pioneers behind todays jet
engines.
INTRODUCTION
Jet engine is also called Gas Turbine Engine.
It works under the principle of Newtons third law
which states that For every acting force there is an
equal and opposite force.
FAN
COMPRESSOR
COMBUSTOR
TURBINE
MIXER
NOZZLE
MAIN COMPONENTS OF JET ENGINE
WHAT IS A JET ENGINE ?
A jet engine is a machine designed for the purpose of
creating large volumes of high velocity exhaust gases.
This is done in order to overcome the aerodynamic drag of
an airplane.
In the process of producing high velocity exhaust, the
engine also produces:
Electrical Power
Hydraulic Power
Pneumatic power for air-conditioning & pressurization
Hot Air for anti-icing protection
BASIC OPERATION OF A JET ENGINE

The basic operations of Jet Engine are as follows:
Air enters the compressor where it is compressed.
Fuel is then added and ignited.
The resulting gas spins the gas turbine.
The turbine powers the compressor.
The gas then exists the engine at tailpipe.

The way a jet engine operates is similar
To the way an automobile
engine operates i.e.
Intake
Compression
Ignition
exhaust
STRUCTURE OF JET ENGINE
STRUCTURE OF JET ENGINE
The engine shown below is known as Whittle Type
Engine, since it follows the original design features
developed by Sir Frank Whittle in the 1930s.
The first flight of a jet engine of his design was in 1941.

All engines in use on today's commercial jet aeroplanes
have been developed based on this original design.
TYPES OF JET ENGINES
Turbojet
Turbofan
Turboprop
Turbo shaft

Pratt-Whitney Turbofan Engine
Pratt Whitney Turbojet Engine
TURBOJET ENGINE
The turbojet engine is a reaction engine.

A turbojet engine works by compressing air in
compressor, mixing fuel with the compressed
air, burning the mixture in the combustor, and
then passing the hot, high pressure air through a
turbine and a nozzle.

Substantial increases in thrust can be further
obtained by employing an afterburner

Used in fighter planes, and were used in the
Concorde.

A turboprop engine is a jet engine with a propeller attached in front.

Majority of their thrust as in turbofan is obtained from propeller.
However, it is efficient only up to certain height and speed.

TURBOPROP ENGINE

TURBOFAN ENGINE
A turbofan engine is a gas turbine engine which is similar to a turbojet.
Turbofans differ from turbojets as they have an additional component, a
fan.
Fan in the engine produces as high as it 70-80 % of the total engine
thrust without increasing fuel consumption because the fan air can exit
separately from the core engine in other words 70-80% of the air is
bypassed from core engine.
It achieves this by increasing the total air-mass flow and reducing the
velocity within the same total energy supply.
Turboshaft engines are very similar to turboprops, with a difference that
nearly all energy in the exhaust is extracted to spin the shaft.
They therefore generate little to NO jet thrust.
This engine is used to drive shaft which in turn provides power to rotate
helicopter rotor.
The engine also has provision through Gear Box mechanism to maintain
rotor speed constant even when the speed of the generator is varied .

TURBO SHAFT ENGINE
The earliest commercial jet engine airplanes used a
Single Spool turbojet engine like shown below.

STRUCTURE OF JET ENGINE SINGLE SPOOL
The term Single Spool refers to the fact that
there is only one Shaft.

This shaft connects the Turbine section to one
compressor section.

All Jet engines in current use are Axial Flow
Engines meaning that the compression phases
is done axially (parallel to the axis of the
engine) as the airflows through the compressor.
STRUCTURE OF JET ENGINE SINGLE SPOOL
Thermodynamic Cycles Through a Jet Engine
(Similar to a 4 Stroke Engine)
(suck)
(squeeze) (bang)
(whoosh!)


The first significant development after the
introduction of the early axial-flow, single-spool
turbojets was the introduction of a second shaft.


This second shaft allowed the engine to have two
independent stages of compression powered by two
independent turbines.

STRUCTURE OF JET ENGINE TWIN SPOOL
P1, Page 11
The first stage of compression is the low-speed rotor and the
second stage is the high-speed rotor. These terms refer to the
fact that the first stage of the turbine, which rotates the second
stage compressor, turns at a faster rate than the second stage
turbine/ first stage compressor.

These are often referred to as the N1 rotor (low-speed) and the
N2 rotor (high-speed).
STRUCTURE OF JET ENGINE TWIN SPOOL
Turbofan Engine
P1, Page 13
The bypass ratio is the ratio of the air which exits the engine
without going through the rest of the engine core compared to
the amount of air which goes through the engine core (the
primary flow). Each of these produces thrust.

Turbofan engines produce lower noise levels than earlier
engines, and have considerably improved fuel economy.

High Bypass Ratio Turbofan Engine
Early turbofan engines were Low-Bypass ratio engines.
Approximately of the thrust was produced by the fan
stage, and the other half by the primary flow.

Engines currently in production for most commercial
airplanes are all high-bypass ratio turbofans. The
difference is that these engines have a much higher ratio of
bypass air compared to the primary air.

In a typical turbofan engine with bypass ratios around 5:1
and higher, the fan stage provides about 75 to 80 percent
of the total thrust produced by the engine.

All bigger aero planes operating in India with M/s Air India.
Jet Airways, Indigo, Spice jet are powered by Turbofan
Engines.

High Bypass Ratio Turbofan Engine
High bypass ratio engines take in a large amount of
air and accelerate it only a small amount (relative to
low bypass ratio engines).
High Bypass Ratio Turbo Fan Engine
P1, Page 16
Rolls Royce Trent 800 engine
bypass ratio - 6.5 :1
P & W PW 4084 engine:
Bypass ratio - 6.8:1
High Bypass Ratio Turbo Fan Engines - few examples
P1, Page 17

GE-90B engine
Bypass ratio: 9:1

High Bypass Ratio Turbo Fan Engines
Another example
P1, Page 18

High Bypass Ratio Turbo Fan Engines
P1, Page 20
RR engines now in production use a triple-spool design incorporating
three independent rotors.
Triple Spool Turbofan Engines
Designed to achieve better fuel economy due to the ability of the triple-
spool design to better match the design of the compressors and turbines
to the airflow.
Propulsive Efficiency
The propulsive efficiency of an engine can be expressed in
terms of the inlet velocity of the air and the exhaust
velocity.
Vinlet Vexit
Jet Engine
2XVinlet
(Vinlet + Vexit)

p

=



An efficiency of 100% would be attained if the exhaust velocity
was equal to the inlet velocity. However, for this to occur, the
mass flow through the engine would need to be infinite.



Infinite mass flow is obviously not achievable in the real world,
but this does indicate that greater efficiency is obtained when
a large mass of air is accelerated by a small amount rather
than a small mass of air being accelerated by a large amount.



Propulsive Efficiency



Propulsive Efficiency
From Newton's third law:
For every action there is an equal and opposite reaction


The jet engine's action is accelerating a mass of gas and
sending it out tailpipe.


The equal and opposite reaction is thrust.
The Thrust Equation
P1, Page 24
Where:
F

w

g

V1

V2
is force in pounds

is the gas flow in pounds per second

is the gravitational constant

is the initial velocity of the gas, in ft/sec

is the final velocity of the gas, in ft/sec
F=
w
g
* (V2 V1)
From Newtons second law:

F = d(mv)/dt (= ma for a constant mass)

In jet engine terms, we can re-write this as:
The Thrust Equation
We can re-write the thrust equation to make it more meaningful
in the context of a jet engine:
Fnet =
wair + wfuel
g
X Vjetexhaust
Vinlet
X
wair
g
-
thrust of
engine
incoming velocity
mass flow of incoming
of air mass flow
exhaust
velocity
total mass
flow out
tailpipe
The Thrust Equation
This is called the Net Thrust, because it accounts for the
momentum of the incoming air;

Gross Thrust is given by the first term in the equation which is
the force created at the exhaust of the engine.
To compute usable thrust, the gross thrust has to be reduced by
the amount of the second term, which is the momentum already
existing because of the airplanes speed.
From the equation, it can be seen that net thrust is a function of
the mass flow rate of the air and fuel passing through the engine,
and of the exhaust velocity minus the incoming velocity.
The Thrust Equation
Additional Thrust Due to Internal Pressure
This component of thrust is small compared to the thrust due to
exhaust velocity, but should not be ignored.
F = Aexhaust X
pexhaust- pambient

The thrust equation as written is somewhat simplified in that it
ignores one more possible component of thrust i.e. Thrust due to
internal pressure.

Most of the internal pressure within the engine is converted to
velocity of the exhaust gasses, which in turn produces thrust.

At the exhaust, if the total pressure of the gasses is greater
than the total pressure at the intake, this surplus of pressure
will produce some additional thrust.
Factors Affecting Thrust
t
r
o
p
o
p
a
u
s
e

Air Temperature
Thrust
Altitude
Thrust

Air density, a function of temperature and pressure altitude, is a
very significant component affecting thrust.
Airspeed
% Thrust
with
out
ram
Velocity affects both the momentum and the pressure of
the air entering the engine intake.

Increasing aircraft speed increases the momentum of the
incoming air, lowering thrust, while at the same time
compressing the air at the intake (ram effect) increasing
thrust by increasing density. The combined effect is show
below.

100 %
with ram
0%
Factors Affecting Thrust
Other Factors Affecting Thrust
Bleed air extraction affect thrust

Power extraction for hydraulic pumps, electric generators,
fuel pumps, etc., affects thrust.

Humidity has a negligible effect on thrust.
Commonly used Jet Engine Terms
EPR - Engine Pressure Ratio:
Ratio of total pressure at the exhaust to total pressure
at the front of the fan/compressor.
This is commonly used as a measure of engine thrust, and
is the primary thrust setting parameter.
N1 or %N1:
N1 is the rotation rate, in RPM, of the low-speed rotor of a
two or three-spool engine.
N1 is usually expressed as %N1, a percentage of some
nominal value.
General Electric and CFMI engines use %N1 as the primary
thrust setting parameter.
P1, Page 39
Engine Stall (compressor stall):
A condition characterized by stalled airflow over the compressor
blades.

Surge:
Refers to a condition of unsteady airflow through an engine
as the result of abnormal flow conditions.
Surge can result from strong crosswinds at low airspeeds
(e.g., during takeoff) or other conditions such as very rapid
acceleration or deceleration of the engine.

Flameout:
A condition in which the combustion chambers lose their
ignition. This could be the result of unsteady airflow (e.g.,
strong turbulence) or other conditions.
Commonly used Jet Engine Terms
Other Commonly Encountered Jet Engine Terms

Bleed:
Extraction of compressed air from the engine.
Bleed air is used for air conditioning and
pressurization, as well as for providing icing
protection.
Engine bleeds are also used in some cases to
prevent surging.

EGT Exhaust Gas Temperature:
This is the temperature at the engine exhaust
ADVANTAGES OF JET ENGINES
Gas turbine engines have a great power-to-weight ratio
compared to reciprocating engines. That is, the amount of
power you get out of the engine compared to the weight of
the engine itself is very good.
Gas turbine engines are smaller than their reciprocating
counterparts of the same power.
Jet engine designs are frequently modified for non aircraft
applications, as industrial gas turbines. These are used in
electrical power generation, for powering water, natural
gas, or oil pumps, and providing propulsion for ships and
locomotives.
Industrial gas turbines can create up to 50,000 shaft
horsepower

DISADVANTAGES OF JET ENGINES
Compared to a reciprocating engine of the same size, they
are expensive.
Because of high speeds and high operating temperatures,
designing and manufacturing gas turbines is a challenge from
both the engineering and materials point of view.
Gas turbines also tend to use more fuel when they are idling.
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