Seminar Report

Turbo Fan Engine

ABSTRACT
Engines used in the earlier parts of 20th century had deficiencies in spite
of their advantages. The advantages used in those times were Turboprop
engines. These engines could produce only 10% of their thrust from the exhaust
jet. They could not attain high speed.
Researches were conducted further, which led to the developments of
Turbofan engines. Turbofan engines combined the hot air jet with bypassed air
from a fan. This created a quieter engine with greater boost at low speeds,
making it a popular choice for commercial airplanes. And due to generation of
more thrust for nearly the same amount of fuel, it is highly fuel-efficient.

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Turbo Fan Engine

CONTENTS
CHAPTERS

PAGE NO

1. INTRODUCTION

2. HISTORY

3. THEORY

i.

PROPULSION

ii.

TURBOFAN ENGINE

iii.

JET ENGINE THRUST

iv.

THRUST EUATION FOR TURBOJET

TYPE ENGINE

4. PARTS OF TURBOFAN ENGINE

10

5. WORKING PRINCIPLE

14

6. WORKING STAGES OF TURBOFAN ENGINE

18

7. TYPES OF JET ENGINE

23

8. DIFFERENT TYPES OF ENGINES

24

REFRENCES

LIST OF FIGURES
FIG 1
FIG 2
FIG 3
FIG 4

FIG 5
FIG 6

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TURBOFAN ENGINES
INTRODUCTION
Jet Propulsion is the thrust imparting forward motion to an object, as a
reaction to the rearward expulsion of a high-velocity liquid or gaseous stream.
A simple example of jet propulsion is the motion of an inflated balloon when
the air is suddenly discharged. While the opening is held closed, the air pressure
within the balloon is equal in all directions; when the stem is released, the internal
pressure is less at the open end than at the opposite end, causing the balloon to dart
forward. Not the pressure of the escaping air pushing against the outside atmosphere
but the difference between high and low pressures inside the balloon propels it.
An actual jet engine does not operate quite as simply as a balloon, although the
basic principle is the same. More important than pressure imbalance is the
acceleration due to high velocities of the jet leaving the engine. This is achieved by
forces in the engine that enable the gas to flow backward forming the jet. Newton's
second law shows that these forces are proportional to the rate at which the
momentum of the gas is increased. For a jet engine, this is related to the rate of mass
flow multiplied by the rearward-leaving jet velocity. Newton's third law, which states
that every force must have an equal and opposite reaction, shows that the rearward
force is balanced by a forward reaction, known as thrust. This thrusting action is
similar to the recoil of a gun, which increases as both the mass of the projectile and its
muzzle velocity are increased. High-thrust engines, therefore, require both large rates
of mass flow and high jet-exit velocities, which can only be achieved by increasing
internal engine pressures and by increasing the volume of the gas by means of
combustion.
Jet-propulsion devices are used primarily in high-speed, high-altitude aircraft,
in missiles, and in spacecraft. The source of power is a high-energy fuel that is burned
at intense pressures to produce the large gas volume needed for high jet-exit
velocities. The oxidizer required for the combustion may be the oxygen in the air that
is drawn into the engine and compressed, or the oxidizer may be carried in the
vehicle, so that the engine is independent of a surrounding atmosphere. Engines that
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depend on the atmosphere for oxygen include turbojets, turbofans, turboprops,

ramjets, and pulse jets. Non atmospheric engines are usually called rocket engines.

HISTORY
Jet power as a form of propulsion has been known for hundreds of years,
although its use for propelling vehicles that carry loads is comparatively recent. The
earliest known reaction engine was an experimental, steam-operated device developed
about the first century B.C. by the Greek mathematician and scientist Hero of
Alexandria. Known as the Aeolipile, Hero's device did no practical work, although it
demonstrated that a jet of steam escaping to the rear drives its generator forward. The
aeolipile consisted of a spherical chamber into which steam was fed through hollow
supports. The steam was allowed to escape from two bent tubes on opposite sides of
the sphere, and the reaction to the force of the escaping steam caused the sphere to
rotate.
The development (1629) of the steam turbine is credited to the Italian engineer
Giovanni Branca, who directed a steam jet against a turbine wheel, which in turn
powered a stamp mill. The first recorded patent for a gas turbine was obtained in 1791
by the British inventor John Barber.
In 1910, seven years after the first flights by the American inventors Orville
and Wilbur Wright, the French scientist Henri Marie Coanda designed and built a jetpropelled biplane, which took off and flew under its own power with Coanda as pilot.
Coanda used an engine that he termed a reaction motor, but, discouraged by the lack
of public acceptance of his aircraft, he abandoned his experiments.
During the next 20 years the gas turbine was developed further in both the
United States and Europe. One result of the experimental work of that period was the
perfection in 1918 of a turbo supercharger driver by an exhaust gas turbine for
conventional aircraft engines. In the early 1930s many patents covering gas turbines
were awarded to a number of European engineers. The patent granted the British
aeronautical engineer Sir Frank Whittle in 1930 is generally conceded to have
outlined the first practical form of the modern gas turbine. In 1935 Whittle applied his
basic design to the development of the W-1 turbojet engine, which made its first flight
in 1941.

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Meanwhile, the French aeronautical engineer Ren Leduc had exhibited

(1938) a model of the ramjet in Paris, and a jet airplane that was powered by an axialflow turbojet designed by the German engineer Hans Joachim Pabst von Ohain made
its first flight in 1939. In the following year, under the direction of the aeronautical
engineer Secundo Campini, the Italians developed an airplane powered by a turboprop
engine with a reciprocating-engine-driven compressor. The first American-built jet
airplane, the Bell XP-59, was powered by the General Electric 1-16 turbojet, adapted
from Whittle's design in 1942. The first jet engine of exclusively American design was
produced by Westinghouse Electric Corp. for the U.S. Navy in 1944.
From a principle first described in 1906, the pulse jet was developed by the
German engineer Paul Schmidt, who received his first patent in 1931. The V-1, or
buzz bomb, first flown in 1942, was powered by pulse jet. Also in the mid-1940s the
first commercial airline flights using turboprop engines occurred. In 1947 the Bell X-1
experimental airplane, powered by a four-chambered liquid-rocket engine and carried
to the stratosphere in the belly of a bomber for launching, was the first pilot-operated
craft to break the sound barrier. Subsequently the Douglas Skyrocket experimental
airplane, powered by a jet engine in addition to a liquid-rocket engine, broke the
sound barrier at low altitude after taking off under its own power.
The first commercial jet airplane, the British Comet, was flown in 1952, but
this service was stopped after two serious accidents in 1954. In the U.S., the Boeing
707 jet was the first jet airplane to be tested commercially, in 1954. Commercial
flights began in 1958.
The continuous development of jet propulsion for air power has resulted in
such advances as piloted aircraft capable of attaining speeds several times greater than
the speed of sound, and intercontinental ballistic missiles and artificial satellites
launched by powerful rockets.

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What is propulsion?
The word is derived from two Latin words: pro meaning before or forwards
and pellere means to drive. Propulsion means to push forward or drive an object
forward. A propulsion system is a machine that produces thrust to push an object
forward. On airplanes, thrust is usually generated through some application of
Newton's third law of action and reaction. The engine accelerates a gas or working
fluid, and the reaction to this acceleration produces a force on the engine.
A general derivation of the thrust equation shows that the amount of thrust
generated depends on the mass flow through the engine and the exit velocity of the
gas. Different propulsion systems generate thrust in slightly different ways.

THEORY
What is a Turbofan Engine?
A turbofan engine is the most modern variation of the basic gas turbine engine.
As with other gas turbines, there is a core engine. In the turbofan engine, a fan in the
front and an additional turbine at the rear surrounds the core engine. The fan and fan
turbine are composed of many blades, like the core compressor and core turbine, and
are connected to an additional shaft. All of this additional turbo machinery is colored
green on the schematic diagram as shown in Fig 1 below.

Fig 1:- Schematic diagram of turbofan engine

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As with the core compressor and turbine, some of the fan blades turn with the
shaft and some blades remain stationary. The fan shaft passes through the core shaft
for mechanical reasons. This type of arrangement is called a two-spool engine (one
"spool" for the fan, one "spool" for the core.) Some advanced engines have additional
spools for sections of the compressor, which provides for even higher compressor
efficiency.
Jet Engine Thrust
The force produced by a jet engine is expressed in terms of kilograms of
thrust. This is a measure of the mass or weight of air moved by an engine times the
acceleration of the air as it goes through the engine. Technically, if the aircraft were to
stand still and the pressure at the exit plane of the jet engine was the same as the
atmospheric pressure, the formula for the jet engine thrust would be:

Thrust =

Weight of air in kilograms per second * velocity

___________________________________________
9.81 (normal acceleration due to gravity, in meter per second 2)

Imagine an aircraft standing still, capable of handling 97.522 kilograms of air

per second. Assume the velocity of the exhaust gases to be 1,500 feet per second. The
thrust would then be:
Thrust =

97.522 kg of air per second * 457.2 m / s

9.81 m / s 2

= 9.941 * 457.2
Thrust = 4545.025 kg.
If the pressure at the exit plane is not the same as the atmospheric pressure and
the aircraft were not standing still, the formula would be somewhat different.
It is not very practical to try to compare jet engine output in terms of
horsepower. As a rule of thumb, however, it may be noted that that at 375 miles per
hour (mph), one pound of thrust equals one horsepower, at 750 mph one pound of
thrust equals two horsepower.

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Thrust Equation for Turbojet-Type Engines

The thrust equation for a turbojet can be derived from the general form of
Newton's second law (i.e., force equals the time rate of change of momentum),

f = d (MV) / dt.
The nozzle of the turbojet is usually designed to take the exhaust pressure back
to free stream pressure. The thrust equation for a turbojet is then given by the general
thrust equation with the pressure-area term set to zero. If the free stream conditions
are denoted by a "0" subscript and the exit conditions by an "e" subscript, the thrust F
is equal to the mass flow rate m times the velocity V at the exit minus the free stream
mass flow rate times the velocity.
F = [m * V]e - [m * V]0
This equation contains two terms. Aerodynamicists often refer to the first term
m as the Gross Thrust since this term is largely associated with conditions in the
nozzle. The second term m is called the ram drag and is usually associated with
conditions in the inlet. For clarity, the engine thrust is then called the net thrust. Our
thrust equation indicates that net thrust equals gross thrust minus ram drag. If we
divide both sides of the equation by the mass flow rate, we obtain and
parameter called the specific thrust that greatly simplifies the performance

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PARTS OF A TURBOFAN ENGINE

The different parts of a Turbofan engine are as shown in Fig 10 below:-

Fig 10:- Parts of a Turbofan Engine

Fan - The fan is the first component in a turbofan. The fan pulls air into the
engine. The large spinning fan sucks in large quantities of air. It then, speeds the air up
and splits it into two parts. One part continues through the "core" or center of the
engine, where it is acted upon by the other engine components. The second part
"bypasses" the core of the engine, instead traveling through a duct that surrounds the
core to the back of the engine where it produces much of the force that propels the
airplane forward.

Compressor - The compressor is the first component in the engine core. The
compressor squeezes the air that enters it into smaller areas, resulting in an increase in
the air pressure. This results in an increase in the energy potential of the air. The
squashed air is forced into the combustion chamber.

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Combustor - In the combustor the air is mixed with fuel and then ignited.
This process results in high temperature, high energy airflow. The fuel burns with the
oxygen in the compressed air, producing hot expanding gases.

Turbine - The high energy airflow coming out of the combustor goes into the
turbine, causing the turbine blades to rotate. This rotation extracts some energy from
the high-energy flow that is used to drive the fan and the compressor. The gases
produced in the combustion chamber move through the turbine and spin its blades.
The task of a turbine is to convert gas energy into mechanical work to drive the
compressor.

Nozzle - The nozzle is the exhaust duct of the engine. The energy depleted
airflow that passed the turbine, in addition to the colder air that bypassed the engine
core, produces a force when exiting the nozzle that acts to propel the engine, and
therefore the airplane, forward. The combination of the hot air and the cold air are
expelled and produce an exhaust which causes a forward thrust. The nozzle may be
preceded by a mixer, which combines the high temperature air coming from the
engine core with the lower temperature air that was bypassed in the fan. This results
in a quieter engine than if the mixer was not present.

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Afterburner - In addition to the basic components of a gas turbine engine,

one other process is occasionally employed to increase the thrust of a given engine.
Afterburning (or reheat) is a method of augmenting the basic thrust of an engine to
improve the aircraft takeoff, climb and (for military aircraft) combat performance.
Afterburning consists of the introduction and burning of raw fuel between the engine
turbine and the jet pipe propelling nozzle, utilizing the unburned oxygen in the
exhaust gas to support combustion. The increase in the temperature of the exhaust gas
increases the velocity of the jet leaving the propelling nozzle and therefore increases
the engine thrust. This increased thrust could be obtained by the use of a larger
engine, but this would increase the weigh and overall fuel consumption. In other
words Afterburner is a device for increasing the thrust (forward-directed force) of a
gas-turbine (jet) airplane engine. Additional fuel is sprayed into the hot exhaust duct
between the turbojet (engine) and the tailpipe. The fuel ignites, providing a burst of
speed. Afterburning is used for a short increase of power during takeoff, or during
combat in military aircraft.

WORKING PRINCIPLE
How does a turbofan engine work?
The engine inlet captures the incoming air. Some of the incoming air passes
through the fan and continues on into the core compressor and then the burner, where
it is mixed with fuel and combustion occurs. The hot exhaust passes through the core
and fan turbines and then out the nozzle, as in a basic turbojet. This airflow is called
the core airflow and is denoted by m . The rest of the incoming air, colored blue on
the figure, passes through the fan and bypasses, or goes around the engine, just like
the air through a propeller. The air that goes through the fan has a velocity that is
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slightly increased from free stream. This airflow is called the fanflow, or bypass flow,
and is denoted by m . The ratio of m to m is called the bypass ratio. So a turbofan
gets some of its thrust from the core and some of its thrust from the fan. The ratio of
the air that goes around the engine to the air that goes through the core is called the
bypass ratio.

Fig 4:- Thrust of a Turbofan engine

The total mass flow rate through the inlet is the sum of the core and fan flows
m= m + m
A turbofan gets some of its thrust from the core and some of its thrust from the
fan. If we denote the exit of the core as station "e", the exit of the fan as station "f",
and the free stream as station "0", we can use the basic thrust equation for each stream
to obtain the total thrust:
F = m - m * V0 + (m * V)e - m * V0
We can combine the terms multiplying V0 and use the definition of the bypass
ratio bpr to obtain the final thrust equation:
F = (m * V)e + bpr * m * Vf - (m * V)0
Because the fuel flow rate for the core is changed only a small amount by the
addition of the fan, a turbofan generates more thrust for nearly the same amount of
fuel used by the core. This means that a turbofan is very fuel efficient. In fact, high
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bypass ratio turbofans are nearly as fuel efficient as turboprops. Because the fan is
enclosed by the inlet and is composed of many blades, it can operate efficiently at
higher speeds than a simple propeller. That is why turbofans are found on high speed
transports and propellers are used on low speed transports. Low bypass ratio turbofans
are still more fuel efficient than basic turbojets. Many modern fighter planes actually
use low bypass ratio turbofans equipped with afterburners. They can then cruise
efficiently but still have high thrust when dog fighting. Even though the fighter plane
can fly much faster than the speed of sound, the air going into the engine must travel
less than the speed of sound for high efficiency. Therefore, the airplane inlet slows the
air down from supersonic speeds.

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Fig 5:-

Turbo Fan Engine

ROLLS-ROYCE TAY TURBOFAN ENGINE

As an example for the turbofan engine consider the Rolls-Royce Tay turbofan
engine as shown in the Fig 5.This Rolls-Royce Tay turbofan engine pushes nearly
three times as much air through the bypass ducts as it pushes through the central core
of the engine, where the air is compressed, mixed with fuel, and ignited. Turbofan
engines like the Rolls-Royce Tay are not as powerful as turbojets, but they are quieter
and more efficient.
The turbofan engine is an improvement on the basic turbojet. Part of the
incoming air is only partially compressed and then bypassed in an outer shell beyond
the turbine. This air is then mixed with the hot turbine-exhaust gases before they reach
the nozzle. A bypass engine has greater thrust for takeoff and climb, and increased
efficiency; the bypass cools the engine and reduces noise level.
In some fan engines the bypass air is not remixed in the engine but exhausted
directly. In this type of bypass engine, only about one-sixth of the incoming air goes
through the whole engine; the remaining five-sixths is compressed only in the first
compressor or fan stage and then exhausted. Different rotational speeds are required
for the high- and low-pressure portions of the engine. This difference is achieved by
having two separate turbine-compressor combinations running on two concentric
shafts or twin spools. Two high-pressure turbine stages drive the 11 high-pressure
compressor stages mounted on the outer shaft, and 4 turbine stages provide power for
the fan and 4 low-pressure compressor stages on the inner shaft. To move an airplane
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through the air, thrust is generated by some kind of propulsion system. Most modern
airliners use turbofan engines because of their high thrust and good fuel efficiency.
An example of an engine of this type is the JT9D-3 jet engine, which weighs
about 3850 kg (about 8470 lb) and can develop a takeoff thrust of about 20,000 kg
(about 44,000 lb). This is more than double the thrust available for the largest
commercial planes before the Boeing 747.
WORKING STAGES OF THE TURBOFAN ENGINE
1.

2.

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3.

4.

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5.

6.

7.
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8.

9.

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TYPES OF JET ENGINES

Fig 7:- JET ENGINES

The three most common types of jet engines are the turbojet, turboprop, and
turbofan. Air entering a turbojet engine is compressed and passed into a combustion
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chamber to be oxidized. Energy produced by the burning fuel spins the turbine that
drives the compressor, creating an effective power cycle. Turboprop engines are
driven almost entirely by a propeller mounted in front of the engine, deriving only 10
percent of their thrust from the exhaust jet. Turbofans combine the hot air jet with
bypassed air from a fan, also driven by the turbine. The use of bypass air creates a
quieter engine with greater boost at low speeds, making it a popular choice for
commercial airplanes.

FAQs
Why are there different types of engines?
If we think about Newton's first law of motion, we realize that an airplane
propulsion system must serve two purposes. First, the thrust from the propulsion
system must balance the drag of the airplane when the airplane is cruising. And
second, the thrust from the propulsion system must exceed the drag of the airplane for
the airplane to accelerate. In fact, the greater the difference between the thrust and the
drag, called the excess thrust, the faster the airplane will accelerate.
Some aircraft, like airliners and cargo planes, spend most of their life in a
cruise condition. For these airplanes, excess thrust is not as important as high engine
efficiency and low fuel usage. Since thrust depends on both the amount of gas moved
and the velocity, we can generate high thrust by accelerating a large mass of gas by a
small amount, or by accelerating a small mass of gas by a large amount. Because of
the aerodynamic efficiency of propellers and fans, it is more fuel efficient to
accelerate a large mass by a small amount. That is why we find high bypass fans and
turboprops on cargo planes and airliners.
Some aircraft, like fighter planes or experimental high speed aircraft require
very high excess thrust to accelerate quickly and to overcome the high drag associated
with high speeds. For these airplanes, engine efficiency is not as important as very
high thrust. Military aircraft typically employ afterburning turbojets. Future
hypersonic aircraft will employ some type of ramjet or rocket propulsion.

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Why are Turbofan Engines so popular?

The turbofan engine has gained popularity for a variety of reasons. As shown
in Fig 6 below, one or more rows of compressor blades extend beyond the normal
compressor blades. The result is that four times as much air is pulled into the turbofan
engine as in the simple turbojet. However, most of this excess air is ducted through
bypasses around the power section and out the rear with the exhaust gases. Also, a fan
burner permits the burning of additional fuel in the fan air stream. With the burner off,
this engine can operate economically and efficiently at low altitudes and low speeds.
With the burner on, the thrust is doubled by the burning fuel, and it can operate on
high speeds and high altitudes fairly efficiently. The turbofan has greater thrust for
takeoff, climbing, and cruising on the same amount of fuel than the conventional
turbojet engine.
With better all-around performance at a lower rate of fuel consumption, plus
less noise resulting from its operation, it is easy to understand why most new jetpowered airplanes are fitted with turbofan engines. This includes military and civilian
types.

Fig 6: - Turbofan Engine

REFERENCES
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1. www.howstuffworks.com
2. www.grc.nasa.govt/WWWK-12

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