Machs Measure of Flying

P M V Subbarao
Professor
Mechanical Engineering Department
Lecture - 8
A Thoughtful Measure of Speed of Fast
Flyers.
( )( )
{ }
2 2
) 1 (
1 2
ac jet
ac ac jet
propulsion
V V f
V V V f
+
+
= q
( ) { }
. .
1
2
1
2 2
V H f
V V f
ac jet
thermal

+
= q
Jet engine Performance Parameters
( )
( )

)

|
|
.
|

\
|

)
`

)
`

+

+
=

ac
comp p
cc
cc
cc
comp p
p
V
T
T
f
T c f
f
TSFC
, 0
, 0
0
, 0
, 0
, 0
1
1
1 2 1
t
t
t
t
t
( )
( )

)

|
|
.
|

\
|

)
`

+

+ =

ac
comp p
cc
cc
cc
comp p
p
V
T
T
f
T c f S
, 0
, 0
0
, 0
, 0
, 0
1
1
1 2 1
t
t
t
t
t
Machs Measure of Speed
Prof. Mach initiated the art of
understanding the basic
characteristics of high speed flow.
He proposed that one of the most
important variables affecting
aerodynamic behavior is the speed
of the air flow over a body (V)
relative to the speed of sound (c).
Mach was the first physicist to
recognize that dependency.
He was also the first to note the
sudden and discontinuous changes
in the behavior of an airflow when
the ratio V/c goes from being less
than 1 to greater than 1.
Ernst Mach (1838-1916)
A Dramatic Change in Concept of Sound.
Introductory Remarks
The fact that the engineering student knows about the
sound is great but it is not enough for today's sophisticated
industry.
A cat is pursuing a mouse and the mouse escape and hide
in the hole.
Suddenly, the mouse hear a barking dog and a cat yelling.
The mouse go out to investigate, and cat is catching the
mouse.
The mouse ask the cat I thought I hear a dog.
The cat reply, yes you right.
My teacher was right, one language is not enough today.
Speed of Travel of A Disturbance
The people had recognized for several hundred years that
sound is a variation of pressure.
The ears sense the variations by frequency and magnitude
which are transferred to the brain which translates to voice.
The New Language:
The Disturbance in medium !!!
What is the speed of the small disturbance travel in a quiet
medium?
This velocity is referred to as the speed of sound.
Let us generate and analyze a disturbance.

A New Thermodynamic Property
RT
d
dp
c

= =
Velocity Sonic
ow Machine/fl Flying of Velocity
Number Mach =
c
V
M =
Mach number of a flight

= =
RT
V
c
V
M
ac ac
ac

Speed of Propagation of A Disturbance in an Ideal Gas or

Sonic Speed.
Stagnation Properties (Ideal Gas)
0
2
2
T c
c
V
T c
p
p
p
=

+
0
2
2
h
V
h = +
0
2
2
T
c
V
T
p
=

+
( )
0
2
2
1 T
R
V
T =

( )
0
2
2
1
1 T
RT
V
T =

( )
0
2
2
2
1
1 T
c
V
T =

+

( )
)
`

+ =
2
0
2
1
1 M
T
T
( )
)
`

+ =

2
0
2
1
1
ac
M
T
T
In general for an adiabatic Flow Field the Stagnation Temperature
is defined by the relationship
T
0
T
= 1+
1
( )
2
M
2
Stagnation Temperature is constant throughout an adiabatic flow
field.
T
0
is also sometimes referred to at Total Temperature
T is sometimes referred to as Static Temperature

Stagnation temperature is a measure of the total Kinetic
Energy of the flow Field.

Largely responsible for the high Level of heating that occurs
on high speed aircraft or reentering space Vehicles


T
0
T
= 1+
1
( )
2
M
2
The Columbia Disaster !!!!
Machs Analysis of the Problem
Loss Of Signal at 61.2 km altitude
T

~ 243 K
T
0
T
= 1+
1
( )
2
M
2
~18.0 Mach Number
Ideal gas Variable Properties Real gas
Travel Cycle of Modern Spacecrafts
Rentering Space Craft
What was the Surface Temperature At Columbia Breakup?
The Cause
Approximately 82 seconds after launch from Kennedy
Space Center's LC-39-A, a suitcase-size piece of thermal
insulation foam broke off the External Tank (ET), striking
Columbia's left wing Reinforced Carbon-Carbon (RCC)
panels.
At the time of the foam strike, the orbiter was at an altitude
of about 66,000 feet (20 km; 13 mi), traveling at
Mach 2.46 (1,870 miles per hour or 840 m/s).
As demonstrated by ground experiments conducted by the
Columbia Accident Investigation Board, this likely created
a 6-to-10-inch (15 to 25 cm) diameter hole, allowing hot
gases to enter the wing when Columbia later reentered the
atmosphere.

Back to Jet Analysis
Specific Thrust S ( ) { }
ac jet
V V f S + = 1
( )

|
|
.
|

\
|

)
`

+ =

ac
comp p
cc
cc turb p p
V
T
T
T c f S
, 0
, 0
0
, 0 , 0
2 1
t
t
t t
( )
( )

|
|
.
|

\
|

)
`

+ + =
ac
comp p
cc
ac cc turb p p
M RT M T c f S
t
t

t t
, 0
, 0 2
, 0 , 0
2
1
1 2 1
( )
( )

|
|
.
|

\
|

)
`

+ =
ac
comp p
cc
ac cc turb p
M M f c S
, 0
, 0 2
, 0 , 0
2
1
1
1
2
1
t
t

t t

( )
( )

|
|
.
|

\
|

)
`

+ =
ac
comp p
cc
ac cc turb p
M RT M T
R
f S
t
t

t t

, 0
, 0 2
, 0 , 0
2
1
1
1
2 1
Propulsive Power or Thrust Power:
( ) { }
ac jet ac ac T p
V V f m V V F P + = = 1

Thrust Specific Fuel Consumption TSFC

( ) { } ( ) { }
ac jet ac jet
fuel
T
fuel
V V f
f
V V f m
m
F
m
TSFC
+
=
+
= =
1 1

( )
( )

|
|
.
|

\
|

)
`

+
=
ac
comp p
cc
ac cc turb p
M M f c
f
TSFC
, 0
, 0 2
, 0 , 0
2
1
1
1
2
1
t
t

t t

( )( )
{ }
2 2
) 1 (
1 2
ac jet
ac ac jet
propulsion
V V f
V V V f
+
+
= q
( )
|
|
.
|

\
|

)
`

=

comp p
cc
ac cc turb p jet
M c V
, 0
, 0 2
, 0 , 0
2
1
1
1
2
t
t

t t

Performance of a Ideal Turbojet Engine : effect of

Mach Number
r
0p,comp
= 10
t
0,cc
=4.5
M
ac
S
TSFC
Parametric Cycle Analysis of
Ideal Turbo Jet Engine
Selection of Optimal Design Cruising Conditions.
Effect of Flight Mach Number on Compactness
M
ac
S
p
e
c
i
f
i
c

T
h
r
u
s
t

k
N
.
s
/
k
g

t
0,cc
=4.5
r
0p
=1
r
0p
=2
r
0p
=3
r
0p
=5
r
0p
=10
r
0p
=20
r
0p
=30
Effect of Flight Mach Number on Fuel Air Ratio
M
ac
f
r
0p

1
2
3
5
10
20
30
t
0,cc
=4.5
Effect of Flight Mach Number on Fuel Economy
T
S
F
C

k
g
/

k
N
.
h
r

M
ac
r
0p
=1
r
0p
=3
r
0p
=5
r
0p
=10
r
0p
=20
r
0p
=30
r
0p
=2
t
0,cc
=4.5
Effect of Flight Mach Number on Fuel Air Ratio
M
ac
f
r
0p

1
2
3
5
10
20
30
t
0,cc
=4.5
Effect of Flight Mach Number on Propulsion Efficiency
M
ac
propulsion
q
t
0,cc
=4.5
Effect of Flight Mach Number on Thermal Efficiency
M
ac
Thermal
q
r
0p

t
0,cc
=4.5
Effect of Flight Mach Number on Overall Efficiency
M
ac
q
O

r
0p

t
0,cc
=4.5