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Aerospace Propulsion
Course 251 - 15343
Mario Merino
2014-2015
1. Propulsion Overview
Contents
1. Propulsion and thrust generation
2. Performance parameters
3. Overview of aircraft engine types
4. Overview of rocket engines
5. ctuator disk model of a propeller
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Propulsion is the action of e!erting a force F "thrust# on a vehicle to
change its motion. What does this imply?
$ewton%s 2
nd
&aw'
$ewton%s 3
rd
&aw ( ction(reaction principle states that an e)ual *ut
opposite force must occur elsewhere+
,o propulse a vehicle an additional -*ody. is re)uired'
/round
tmosphere
0ehicle%s own propellant
1ntroduction to propulsion
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1ntroduction to propulsion
2et Propulsion' a working fluid is e!pelled at high velocity3
creating a reaction force on the engine "thrust#
,he additional -*ody. or -medium. is a gas "or water#
4!ample' 5ero%s toy "156 7C#
,hrust force can *e found applying momentum e)uation to a
control volume around the device
A garden sprinkler rotated by the
reaction of the water jets.
,hrust /eneration
8ocket' 9implest propulsion device
,he reaction medium is the rocket%s propellant
Can operate outside of atmosphere
Mechanism of thrust generation in a rocket
p
e
= p
ab
!ass"ed#
ir(*reathing engines' tur*o:ets3 tur*ofans3 propellers3 etc.
Air-breathing engine: moves surrounding air into high
velocity jet
,hrust /eneration
p
e
= p
ab
!ass"ed#
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;e draw a control volume "dashed line# as follows'
ppro!imation' 1< flow
1ntegral momentum e)uation'
Control volume
%ngine
p
0
p
0
p
9
, u
9 :
o
,ur*o:et schematic'
Turbojet: moves small mass of air at high velocity
,hrust /eneration
p
e
= p
ab
!ass"ed#
7rayton cycle'
,ur*ofan schematic'
Turbofan: moves a larger mass of air
,hrust /eneration
p
e
= p
ab
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Propeller'
Propeller: an unducted fan, and a much reduced
core
,hrust /eneration
;hen e!haust pressure is not e)ual to am*ient pressure3
additional term contri*utes to thrust
8eview of no==les on ne!t lecture
$o==le operating out of pressure(matching condition
$o==le is said to *e unmatched or not adapted
Optimum operation occurs at matched conditions
Due to pressure difference at exhaust section
,hrust /eneration' unmatched conditions
,hrust o*tained depends on fuel consumption
9pecific impulse I
sp
'
9pecific impulse "alternative ( historically#
",hrust# specific fuel consumption
1nverse of the 9pecific 1mpulse
>any units used'
Performance parameters
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Performance parameters
9pecific fuel consumption
Progress made in 9?C over the years
9pecific fuel consumption
Aircraft Mach number
S
p
e
c
i
f
i
c

f
u
e
l

c
o
n
s
u
m
p
t
i
o
n
'bser(e that each engine
type perfors well only in a
range of )ach n"ber
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1nfluence on aircraft performance ( 8ange
+ntegrating, ass"ing that the
specific ip"lse and the
aerodynaic efficiency are
constant
Plane in straight3 level flight'
-reg"et .ange e/"ation
Flight at constant speed, u
0
:
1nfluence on aircraft performance ( 8ange
Fixed plane (structure + engine). Maximum range:
1nfluence on aircraft performance ( 8ange
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Propulsive efficiency' measures the kinetic power that our vehicle
gains3 as a fraction of the kinetic energy deposited in the
airstream'
appro!imating'
?or a "matched# tur*o:et the thrust is then'
leading to'
,he larger the massflow3 the lower the energy we need to spend
on it to o*tain the same thrust+ "lower velocity imparted#
4fficiencies
'bser(e that the
prop"lsi(e efficiency is
"ndefined for a rocket
4fficiencies
,hermodynamic efficiency' from the availa*le chemical energy in
the propellant3 the fraction that is converted into airstream kinetic
energy. ,his is the cycle%s efficiency
where b is the fuel heat value "in units of released energy per unit mass#
Overall efficiency' the product of the propulsive and thermodynamic
efficiency
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p
4fficiencies
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5istorical evolution of efficiencies
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,ypes of aircraft engines
1nline piston engines
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1nline piston engines
;right%s engine "less than 46 hp#
1nline piston engines
1rankshaft
1onnecting
.od
2iston
1nline piston engines
Characteristics'
/enerally even num*er of cylinders
Cooling' li)uid or air "although this was more difficult#
dvantages'
llows the aircraft to *e designed with a narrow frontal area for low
drag
<isadvantages'
,he disadvantages of an inline engine include a poor power(to(weight
ratio3 *ecause the crankcase and crankshaft are long and thus heavy
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8otary piston engines ";;1 era#
8otary piston engines
8otary piston engines
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8otary piston engines
Characteristics'
Odd num*er of cylinders per row
Crankshaft stationary3 cylinder *lock rotates
dvantages'
Only one crank throw per row. 1mproved power(to(weight ratio.
9mooth running
8otation of cylinders facilitates the cooling
t the time3 descri*ed as @a very efficient solution to the pro*lems of
power output3 weight3 and relia*ility-
<isadvantages'
/yroscopic effects' a large mass needs to rotate
ir(resistance of the spinning engine
Oil consumption for lu*rication
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0(,ype Piston 4ngines
0(type piston engines
33++
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0(,ype Piston 4ngines
8adial 4ngines
Ad(ances in etall"rgy and cylinder cooling
4he cylinders reain stationary5 the
crankshaft rotates. 4his eliinates gyroscopic
rigidity proble.
After 19206s
7o!er piston engines
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7o!er piston engine
7o!er Piston 4ngines
7o!er Piston 4ngines
Characteristics'
a.k.a. flat or hori=ontally opposed engine
,wo *anks of cylinders on opposite sides of a centrally located
crankcase.
4ither air(cooled or li)uid(cooled3 *ut air(cooled versions
predominate.
dvantages'
9mooth operation3 no un*alanced forces
,he most common engines for small general aviation aircraft are air(
cooled four( and si!(cylinder *o!er piston engines. Ap to 466
horsepower "366 k;# per engine.
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,ur*oprops
,ur*oprops
,ur*oprops
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,ur*oprops
Simplified theory Actuator Disk Model (Momentum Theory)
,ur*o:ets
,ur*o:ets
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,ur*o:ets
,ur*o:ets
,ur*o:ets
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,ur*o:ets
,ur*o:ets
,ur*ofans
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,ur*ofans
,ur*ofans
8am:ets
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8am:et
Com*ined tur*o:et and ram:et
Com*ined tur*o:et and ram:et
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Com*ined tur*o:et and ram:et
9cram:ets
,he flow remains supersonic throughout the engine instead
"a#' typical tur*o:et
"*#' ram:et
"c#' scram:et
9cram:ets
Nov 2004: Mach number 9.8, scramjet operated 10 seconds
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9cram:et
Pulse :et engines
Pulse :et engines
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Pulse :et engines
Pulse :et engines
8ocket engines
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8ocket engines
8ocket engine
8ocket%s e)uation
>omentum e)uation along F:
ssume o = u
H
dv
dt
= F = I
sp
m
]
,aking into account that JH Jt = -m
]
3
this e)uation can *e integrated to yield
,siolkovsky%s e)uation'
I = I
sp
ln
H
0
H
]
1n other words'
H
]
H
0
= exp -
I
I
sp
I is a chaiacteiistic of the piopulsive mission
I
sp
"specific impulse# is e)ual to the e!haust velocity' a large I
sp
compara*le to the I of the mission is re)uired to have a reasona*le final
mass+
69
F
o
7ehicle a8is
F
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8ocket stages
The exponential uepenuency of final mass with I is uue to the
neeu to caiiy anu acceleiate all the unbuint piopellant
The stiuctuie anu tanks auu auuitional mass. To impiove the mass
iatio, we use staging: we pile up two oi moie iockets anu uispose of
them as soon as they buint out, to get iiu of the stiuctuial mass
m
0
= m
stuc
+ m
pop
+ m
pu
Example (in lectuie notes):
Foi the fiist iocket, the seconu
iocket is the "payloau" mass
Each iocket stage piouuces a fiaction
of the total iequiieu I
2
1
m
pu,2
m
02

m
pu,1
m
01
Propellers' ctuator disk model
>odels the propeller as a porous disk that moves air
Considers the aggregate effect "mean values# rather than the
individual effect.
5ypothesis'
1deal flow
o 1ncompressi*le' constant density
o 1nviscid' no friction
1< flow' ?low varia*les are constant in planes parallel to the rotor
Buasi(steady
ctuator disk' circular surface with negligi*le thickness. 9o'
o ,he pro*lem is a!ysimmetric
,he only e!ternal forces on the plane of the disk
Propellers' ctuator disk model
Thrust generated by disk:
Alternatively:
Bernoullis eq. applied from upstream to front of disk:
Similarly, downstream of disk:
Noting po = p3 , and V2 = V1, via subtraction one gets:
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Remember that:
ctuator disk model
From Bernoulli, we had that:
So:
Simplifying:
Finally from:
ctuator disk model
Mechanical power to the shaft
We obtain: