>REMPLACE ESTA LÍNIEA CON EL NÚMERO DE IDENTIFICACIÓN DE SU ARTÍCULO (DOBLE CLIC ACÁ) <
Jet propulsion engines.
C.Z. Edgar Ignacio Author, Fellow, IEEE.

Abstract.
There are at least two types of propulsion and lift engines. One
is designed to easily produce for vertical landing and vertical
landing. In both engines, the exhaust gases can be diverted to
provide a directional change in thrust. The aircraft is equipped
with the engine The latest announcement requires, however,
auxiliary lift engines. In 1947 the direction of the propeller jet
was designed. In 1947 an engine was designed, a weight
reaction, by Rolls Royce, mainly for rockets and from this
engine, for example, the first lift reactor for the application in
V / STOL.
I. INTRODUCTION
The gas turbine has been used to produce electric power, and to
drive vehicles. Frequently, the power of the motor can be
extracted by means of a rotary axis, the form of work or power
in the axis. However, this method of power transmission is not
always used, and especially in aviation applications, power is
often applied as jet propulsion. If an airplane is driven by a
turboprop engine, the power is extracted by a rotating shaft that
drives a propeller, which in turn drives the plane. If, on the other
hand, the aircraft is driven by a turbojet engine or jet engine, the
power is extracted by jet propulsion, and for this application,
the gas turbine only gives sufficient power to drive the
compressor. This means that the gases that leave the turbine are
much hotter than they would be if all the power were extracted
by a rotating shaft.
Figure 1.0 shows the mechanical principle that represents this
phenomenon, called jet propulsion, or reaction. The air at the
inlet to the compressor of the gas turbine has a speed 𝑉1 (or the
plane has a speed 𝑉1 contrary to the direction of the indicated
speed) and, after passing through the engine, it leaves at the
speed 𝑉4 , much larger than 𝑉1 . The acceleration of the gases,
(𝑉4 −𝑉1 )
, multiplied by the mass of the gases, is the force F that
𝑡 turbine is sufficient to drive both the compressor and the
requires that acceleration, in English units.
𝑉4 − 𝑉1 𝑉4 − 𝑉1
𝐹=𝑚 = 𝑚̇
𝑡𝑔𝑐 𝑔𝑐
Equation 1
𝑚 𝑉4 − 𝑉1
𝐹1 = + (𝑃4 − 𝑃1 )(𝐴𝑒 )
𝑔𝑐 𝑡 compressor. Airplanes are driven by the acceleration of a fluid
Equation 2
Now he C. Z. studies at the Technological Superior Institute of San Martin
Texmelucan.
1
Figure 1.0 Principle of reaction in jet propulsion.
Every force has an opposite force, and we will call this 𝐹𝐼 force,
the impulse that the plane really has. In addition, the pressure
difference between the input at atmospheric pressure and the
outlet can cause a force expressed by (𝑝4 − 𝑝1 )𝐴𝑒 , where Ae is
the area of the exhaust nozzle. We add it to the previous impulse
force to obtain:
𝑉4 − 𝑉1
𝐹1 = 𝑚 + (𝑃4 − 𝑃1 )(𝐴𝑒 )
𝑡𝑔𝑐
Equation 3
Often, the specific impulse is defined as follows:
𝐹1 𝑉4 − 𝑉1 (𝑃4 − 𝑃1 )(𝐴𝑒 )
𝐼𝑠𝑝 = = +
𝑚̇ 𝑔𝑐 𝑚̇
Equation 4
This quantity is a measure of the propulsion capacity of a
particular design.
II. DEVELOPMENT
Gas turbine engines are widely used to drive aircraft because
they are light, compact and have a high power to weight ratio.
Gas turbines for aircraft operate in an open cycle called a
propulsion cycle by the reaction. The propulsion cycle by ideal
reaction differs from the ideal Brayton cycle in that the gases
do not expand to the ambient pressure in the turbine. Instead,
they expand to a pressure such that the power produced by the
auxiliary equipment, for example, a small generator and
hydraulic pumps. That is, the network output of a propulsion
cycle per reaction is zero. The gases that leave the turbine at a
relatively high pressure are accelerated in a nozzle to provide
the thrust that drives the airplane (Fig. 2.0). Also, gas turbines
for aircraft operate at higher pressure ratios (usually between 10
and 25) and the fluid passes first through a diffuser, where it
decelerates and its pressure increases before it enters the
in the direction opposite to the movement. This is achieved by
slightly accelerating a large mass of fluid (motor driven by a
T. C. The author studies in the Department of Electromechanical
Engineering at the technological of San Martin, Mexico.
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propeller) or by considerably accelerating a small mass of fluid
(jet engine or turbojet), or both procedures (turboprop engine).
Figure 2 In a jet engine, the high temperature and pressure gases
exiting the turbine are accelerated in a nozzle to provide the thrust.
Airplanes are driven by the acceleration of a fluid in the
direction opposite to the movement. This is achieved by slightly
accelerating a large mass of fluid (motor driven by a propeller)
or by considerably accelerating a small mass of fluid (jet engine
or turbojet), or both procedures (turboprop engine).
He diagrams of a turbojet engine and the T-s diagram of the
ideal turbojet engine cycle are shown in figure 3.0. The air
pressure rises slightly when it decelerates in the diffuser. Then
the air is compressed in the compressor and combined with fuel
in the combustion chamber, where this mixture is burned at
constant pressure. The high-pressure, high-temperature
combustion gases expand partially in the turbine, then produce
enough power to drive the compressor and other equipment.
Finally, the gases expand in a nozzle to the ambient pressure
and exit the engine at high speed. In the ideal case, the work of
the turbine is assumed to equal to the work of the compressor.
In addition, the processes in the diffuser, the compressor, the
turbine, and the nozzle will be assumed to be isentropic. In the
analysis of the real cycles, however, the irreversibility’s
associated with these devices must be considered. The effect of
these is the reduction of the thrust that can be obtained from a
turbojet engine.
Figure 3.0 Diagram T-s of the ideal cycle of propulsion by reaction.
2
The thrust developed by a turbojet engine is the unbalanced
force that is caused by the difference in the amount of
movement with which low velocity air enters the engine and
with the high-velocity exhaust gases coming out of it, this is
determined from Newton's second law. The pressures at the
inlet and outlet of the turbojet are identical (the ambient
pressure), therefore the net thrust developed by the engine is
where 𝑉𝑜𝑢𝑡 is the exit velocity of the exhaust gases and 𝑉𝑖𝑛𝑝𝑢𝑡
is the air inlet velocity , both relative to the airplane. Thus, for
an aircraft that flies in an air without currents, 𝑉𝑖𝑛𝑝𝑢𝑡 is the
speed of the aircraft. In fact, the mass flows of the gases at the
outlet and the inlet of the engine are different, and the difference
is equal to the speed of combustion of the fuel. However, the
mass ratio of air and fuel used in propulsion engines by reaction
is usually very high, which makes this difference very small.
Figure 4.0 Basic components of a propulsion engine by reaction.
𝐹 = (𝑚̇𝑉)𝑂𝑈𝑇 − (𝑚̇𝑉)𝑖𝑛𝑡 = 𝑚̇(𝑉𝑜𝑢𝑡 − 𝑉𝑖𝑛𝑡 )
Equation 5
The power developed from the thrust of a machine is called the
propulsion power 𝑊𝑃 , which is the propulsion force (thrust) by
the distance in which this force acts on the plane per unit of
time, that is, the thrust multiplied by the speed of the airplane
(Fig. 5.0).
̇ 𝑚̇(𝑉𝑜𝑢𝑡 − 𝑉𝑖𝑛𝑡 ) 𝑉𝑎𝑖𝑟𝑝𝑙𝑎𝑛𝑒
𝑊𝑃 = 𝐹𝑉𝐴𝐼𝑅𝑃𝐿𝐴𝑁𝐸 =
Figure 5 The power of propulsion is the thrust that acts on the plane
along a distance per unit of time.
The network developed by a turbojet engine is zero. Therefore,
it is not possible to define the efficiency of a turbojet in the same
way as for stationary gas turbine machines. Instead, the general
definition of efficiency should be used, which is the ratio of the
desired output to the required input. The desired output in a
turbojet is the power produced to drive the airplane 𝑊𝑃 , and the
required input is the heat released by the fuel 𝑄𝑖𝑛𝑝𝑢𝑡 . The ratio
of these two quantities is called propulsion efficiency and is
given by
>REMPLACE ESTA LÍNIEA CON EL NÚMERO DE IDENTIFICACIÓN DE SU ARTÍCULO (DOBLE CLIC ACÁ) < 3

𝑃𝑜𝑤𝑒𝑟 𝑜𝑓 𝑝𝑟𝑜𝑝𝑢𝑙𝑠𝑖𝑜𝑛 𝑊𝑝̇

𝜂𝑝 = =
𝐸𝑛𝑒𝑟𝑔𝑦 𝑖𝑛𝑝𝑢𝑡 𝑟𝑎𝑡𝑖𝑜 ̇
𝑄𝑖𝑛𝑡
Equation 6

Propulsion efficiency is a measure of how efficiently the

thermal energy released during the combustion process is
converted into propulsion energy. The remaining part of the
released energy will be shown as the kinetic energy of the
exhaust gases relative to a fixed point on the ground and as an
increase in the enthalpy of the air leaving the engine.
Ramjet engine is a properly shaped duct without a compressor
or turbine, as shown in Figure 6.0, and is sometimes used for
high-speed propulsion of missiles and aircraft. The increase in
pressure in the engine is achieved by the effect of dynamic Figure 8 Modern jet engine used to power the Boeing 777 aircraft. It
pressure of admission of the high-speed air that when entering is a Pratt & Whitney PW4084 turbofan capable of producing 84,000
hits, a barrier. Therefore, a ramjet engine needs to be driven at lbs of thrust. It is 4.87 m (192 in) in length, has a fan of 2.84 m (112
a sufficiently high speed by an external force before it can be in) in diameter and weighs 6 800 kg (15 000 lbm).
ignited. The ramjet engine performs better on aircraft that fly
A super-reactive engine (scramjet) is essentially a ramjet in
above 2 or 3 mach (2 or 3 times the speed of sound). In one of
which air flows at supersonic speeds (above the speed of
these engines the air decelerates to approximately 0.2 mach, the
sound). The ramjet motors that are converted to configurations
fuel is added to the air and burns at this low speed, while the
of super-reactors at speeds above 6 mach are tested with good
combustion gases expand and accelerate in a nozzle.
results at speeds of approximately 8 mach.
Finally, a rocket is a device where a solid or liquid fuel and an
oxidant react in the combustion chamber. Then, the high-
pressure combustion gases expand in a nozzle, to exit the rocket
at very high speeds, which produces the thrust that drives the
rocket.

III. CONCLUSION

Figure 6.0 Ramjet engine.
The most widely used engine in airplane propulsion is the
turbofan engine (air vent), where a large fan driven by a turbine
forces a large amount of air to circulate through a duct (cover)
that surrounds the machine, as shown in Figures 7.0 and 9-53.
The fan exhaust exits the duct at a higher speed, significantly
increasing the total thrust of the motor. The turbofan engine is
based on the principle that, for the same power, a large volume
of air moving more slowly will produce more thrust than a small
volume of rapidly moving air. The first commercial turbofan
engine was successfully tested in 1955.
The jet propulsion motors are typically used for aircraft that
usually use some type of chemical to perform, as it were, the
internal combustion required for their advancement.
REFERENCES AND FOOTNOTES
REFERENCES
Basic format for books:
[1] Rolle, K. (2008). Termodinámica. México: Pearson Prentice Hall.
[2] [2]C. YUNUS, TERMODINAMICA, 7th ed. [S.l.]: MCGRAW-HILL,
2012.
[3] [3]M. Cuesta Álvarez, Motores de reacción, 5th ed. Madrid: Paraninfo,
1980.

Figure 7.0 A turbofan engine.