Jet Aircraft Propulsion

Modern Aircraft Jet Engine

Basic Aircraft Jet Engine Type
Basic Aircraft Jet Engine Type
How Jet Propulsion works
How Jet Propulsion works
How Jet Propulsion works
How Jet Propulsion works
How Jet Propulsion works
 Modern Jet Engines

Simple Gas Turbine based Turbojet Engine

 Modern Jet Engines

A Single Spool Bypass Turbojet Engine

 Modern Jet Engines

A Twin-spool Turbo-prop Engine

 Modern Jet Engines

A Bypass twin Spool Gas Turbine Engine

 Modern Jet Engines

A High Bypass Twin Spool Turbofan Engine

 Modern Jet Engines

An Ultra-High Bypass Twin Spool Geared Turbofan

 Modern Jet Engines

A Three-spool Turbofan Bypass Engine

 Modern Jet Engines

Two Spool Turbo-shaft Engine (For Propeller)

 Modern Jet Engines

Twin Spool Power Plant with Inter-cooling

 Modern Jet Engines

Three Spool Geared Contra-rotating Aft Prop-fans

 Modern Jet Engines

Two-spool High Bypass Aft-fan Turbofan

Modern Jet Engines

Frontal view of
a geared two
spool very high
bypass turbofan
engine
 Engine Performance Parameters
The engine performance is described by different
efficiency definitions, thrust and the fuel
consumption.
•The efficiency definitions that we shall now be
discussing are applicable to an engine with a single
propellant stream (turbojets or ramjets).
•For other types of jet engines (turbofan,
turboprop) the equations need to be appropriately
modified.
Engine Performance Parameters
Engine Performance Parameters
Engine Performance Parameters
Engine Performance Parameters
 Ideal cycle for jet engines
All air-breathing jet engines operate on the Brayton
cycle (open cycle mode).
•The most basic form of a jet engine is a turbojet
engine.
•Some of the parameters of a jet engine cycle are
usually design parameters and hence often fixed a
priori: e.g. compressor pressure ratio, turbine inlet
temperature etc.
•Cycle analysis involves determining the
performance parameters of the cycle with the
known design parameters.
 Ideal cycle for jet engines

Schematic of a Turbojet Engine and Station Numbering Scheme

 Ideal cycle for Jet Engines
The different processes in a turbojet cycle are the following:
a-1: Air from far upstream is brought to the air intake
(diffuser) with some acceleration/deceleration
1-2: Air is decelerated as is passes through the diffuser
2-3: Air is compressed in a compressor (axial or centrifugal)
3-4 The air is heated using a combustion chamber/burner
4-5: The air is expanded in a turbine to obtain power to drive
the compressor
5-6: The air may or may not be further heated in an
afterburner by adding further fuel
6-7: The air is accelerated and exhausted through the nozzle.
 Ideal cycle for Jet Engines

Ideal Turbojet Cycle (without Afterburning) on A T-s diagram

Ideal cycle for Jet Engines
Ideal cycle for Jet Engines
 Ideal cycle for Jet Engines
For cycle analysis we shall take up each component and
determine the exit conditions based on known inlet
parameters.
•Intake: Ambient pressure, temperature and Mach number are
known, Pa,Ta and M
•Intake exit stagnation temperature and pressure are
determined from the isentropic relations:
Ideal cycle for Jet Engines
Ideal cycle for Jet Engines
Ideal cycle for Jet Engines
Ideal cycle for Jet Engines
 Ideal cycle for Jet Engines

Ideal Turbojet Cycle (with Afterburning) on A T-s diagram

 Ideal cycle for Jet Engines
Afterburning: used when the aircraft needs a substantial
increment in thrust. For e.g. to accelerate to and cruise at
supersonic speeds.
•Since the air-fuel ratio in gas turbine engines are much
greater than the stoichiometric values, there is sufficient
amount of air available for combustion at the turbine exit.
•There are no rotating components like a turbine in the
afterburner, the temperatures can be taken to much higher
values than that at turbine entry.
Ideal cycle for Jet Engines
 Air intake performance of Jet Engines
• The intake is of prime importance for all air-breathing propulsion
systems. Its major function is to collect the atmospheric air (its working
fluid) at free-stream Mach number, slow it down (probably involving a
change of direction) and so compress it efficiently, i.e. as nearly as
possible, reversibly.
•At low speeds, the dynamic pressure is small and the static pressure rise
obtainable by deceleration of the air is insignificant compared with
engine cycle requirements. In the subsonic engine, the intake design
therefore tends to be dominated by external flow considerations.
•At supersonic speeds the pressure recovery is of great importance and
may, as in the case of the ramjet, provide the whole of the engine cycle
compression.
Air intake performance of Jet Engines
Inlet losses arise due to wall friction and shock waves (in a
supersonic inlet).
• These result in a reduction in total pressure.
• The flow is usually adiabatic as it flows through the intake.
• Performance of intakes are characterised using total
pressure ratio and isentropic efficiency.
Air intake performance of Jet Engines
Air intake performance of Jet Engines
 Air intake performance of Jet Engines
• During cycle analysis, the value of isentropic efficiency is
often calculated based on the Mach number.
• The isentropic efficiency drops drastically as Mach number
increases.
• This is because of the presence of shocks and the resultant
total pressure losses.
• There are empirical correlations available for estimating the
diffuser efficiency as a function of Mach number.
Compressor/Fan Performance of Jet Engines
Compressor/Fan Performance of Jet Engines
Compressor/Fan Performance of Jet Engines
 Combustion chamber performance

In a combustion chamber (or burner), there are two

possibilities of losses, incomplete combustion and total pressure
losses.
Combustion efficiency can be defined by carrying out an energy
balance across the combustor.
Two different values of specific heat at constant pressure: one
for fluid upstream of the combustor and the other for fluid
downstream of the combustor.
Combustion Chamber Performance
Combustion Chamber Performance
Turbine Performance
Turbine Performance
Nozzle Performance
Nozzle Performance
 Ideal Turbofan Engine
Propulsion efficiency is a function of the exhaust velocity to
flight speed ratio.
This can be increased by reducing the effective exhaust
velocity.
In a turbofan engine, a fan of a larger diameter than the
compressor is used to generate a mass flow higher than the
core mass flow.
This ratio, mcold/mhot is called the bypass ratio.
Turbofan engines have a higher propulsion efficiency as
compared with turbojet engines operating in the same speed
range.
 Ideal Turbofan Engine

Schematic of an unmixed turbofan engine and station numbering scheme

 Ideal Turbofan Engine

Schematic of an mixed turbofan engine and station numbering scheme

 Ideal Turbofan Engine
The different processes in an unmixed turbofan cycle are the following:
a-1: Air from far upstream is brought to the air intake (diffuser) with
some acceleration/deceleration
1-2’: Air is decelerated as is passes through the diffuser
2’-3’: Air is compressed in a fan
2-3: Air is compressed in a compressor (axial or centrifugal)
3-4 The air is heated using a combustion chamber/burner
4-5: The air is expanded in a turbine to obtain power to drive the
compressor
5-6: The air may or may not be further heated in an afterburner by
adding further fuel
6-7: The air is accelerated and exhausted through the primary nozzle.
3’-7’: The air in the bypass duct is accelerated and expanded through the
secondary nozzle.
 Ideal Turbofan Engine
A turbofan engine can have different configurations: Twin-spool, three-
spool, and geared turbofan.These may be either unmixed or mixed.
Cycle analysis of a turbofan can hence be slightly different depending
upon the configuration of the engine.
We shall now carry out an ideal cycle analysis of an unmixed twin-spool
turbofan engine.
Subsequently we shall also discuss the mixed version of the engine.
Ideal Turbofan Engine
Ideal Turbofan Engine
 Ideal Turbofan Engine
Turbine: There are several configurations possible for a
turbofan.
Let us assume that the engine has two spools.
The fan driven by the low pressure turbine (LPT).
The compressor is driven by the high pressure turbine (HPT).
The work done by the LPT should be equal to the fan work and
the work done by the HPT should be equal to the compressor
work.
Ideal Turbofan Engine
Ideal Turbofan Engine
Ideal Turbofan Engine
Ideal Turbofan Engine
Ideal Turbofan Engine
 Ideal Turboprop and Turboshaft Engines
Turboprop engines generate a substantial shaft power in
addition to nozzle thrust.
Turboshaft engines, generate only shaft power. These engines
are used in helicopters. The shaft power is used to drive the
main rotor blade.
In a turboprop engine, the advantages and limitations are
those of the propeller.
Both turboprops and turboshafts have applications at
relatively lower speeds.
Ideal Turboprop and Turboshaft Engines

Schematic of Typical Turboprop Engine

 Ideal Turboprop and Turboshaft Engines

Turboprops and turboshafts usually have a free-turbine or

power turbine to drive the propeller or the main rotor
blade (turboshafts).
•Stress limitations require that the large diameter
propeller rotate at a much lower rate and hence a speed
reducer is required.
•Turboprops may also have a thrust component due to the
jet exhaust in addition to the propeller thrust.
•In turboshafts, however, there is no thrust component
due to the nozzle.
 Ideal Turboprop and Turboshaft Engines
Cycle analysis for a Turboshaft is similar to what was
discussed for turbojets. The power output is only the shaft
power and there is no thrust generated by the nozzle.
In turboprops, thrust consists of two components, the
propeller thrust and the nozzle thrust.
The total thrust of a propeller is equal to the sum of the
nozzle thrust and the propeller thrust.
 Ideal Turboprop and Turboshaft Engines

Enthalpy-entropy diagram for power turbine-exhaust nozzle analysis

Ideal Turboprop and Turboshaft Engines
 Ideal Ramjet Engines
Ramjet is the simplest of all the air-breathing engines.
•It consists of a diffuser, combustion chamber and a nozzle.
•Ramjets are most efficient when operated at supersonic speeds.
•When air is decelerated from a high Mach number to a low subsonic
Mach number, it results in substantial increase in pressure and
temperature.
•Hence Ramjets do not need compressors and consequently no turbines
as well.
Ideal Ramjet Engines
 Ideal Ramjet Engines
The ideal cycle analysis for a ramjet can be carried out in a
manner that was discussed for turbojet engines.
•In a ramjet, there are no compressors and turbines and hence
the analysis is simpler.
•Since ramjets depend upon the ram compression without the
use of compressors, ramjets cannot generate static thrust.
•Therefore ramjets have to be taken to a sufficiently high speed
at which ramjets can start generating thrust of its own.
Ideal Ramjet Engines
 Ideal Ramjet Engines
The ramjet engine produces power by increasing the momentum of the
working fluid, i.e. air.
In contrast to the other air-breathing engines, the working cycle is done
without compressor and turbine, and also without any need for
enclosed combustion.
Ramjet engine is mechanically the least complicated air-breathing jet
engine for thrust production ---for flying vehicles.
Ramjets apply compression to the air by ram compression at very high
speeds (M>2.0).
All the compression is done in the diffusing (ram) process.
This restricts the use of ramjet to only supersonic speeds. No Take off,
Landing possible.
At very high Mach numbers (>5.0) the shocks in the intake produce
large losses that restricts the actual performance of the engine.
 Ideal Ramjet Engines
After the diffusion in Intake, fuel is injected into the stream in the
combustion zone.
The high temperature and high pressure gas is expanded through a nozzle,
-to a supersonic flow at the exit.
The mixture of air and burned fuel is exhausted through a convergent-
divergent (C-D) nozzle.
Exit pressure (Pe) is same as or nearly same as the ambient pressure. Thus
the chocking pressure (Pc) at the throat is higher than the ambient
pressure (Pa).
 Ideal Ramjet Engines
• The ideal ramjet operates on a Jule-Brayton cycle.
•The actual cycle, has strong irreversibilities in the form of large pressure
losses, practically at every step of the flow processes. (Fig.).
•As shown in the diagram the diffusion process is adiabatic but
irreversible (large total pressure losses).
•The heat addition in the combustion chamber is accompanied (total)
pressure loss.
•Through a multiplication of (total) pressure losses the exhaust nozzle
entry pressure reached is substantially lower than that of an ideal engine
•As a result the pressure ratio (i.e. total-to-static) available across the
nozzle, is significantly reduced compared to an ideal engine. Additional
losses occur inside the exit nozzle.
 Ideal Ramjet Engines
Through a multiplication of (total) pressure losses the exhaust nozzle
entry pressure reached is substantially lower than that of an ideal engine
As a result the pressure ratio (i.e. total-to-static) available across the
nozzle, is significantly reduced compared to an ideal engine. Additional
losses occur inside the exit nozzle.
Ideal Ramjet Engines
Ideal Ramjet Engines
Ideal Ramjet Engines
Ideal Ramjet Engines
At flight Mach 5 and above the unit becomes a Supersonic
Combustion Ramjet (SCRAMJET) in which the combustion is
done in supersonic flow.
An isolator is inserted before the combustor to diffuse further through
a shock train, producing a low supersonic flow in to the scramjet
combustors.
Scramjet produces useful thrust at higher flight Mach numbers
Scramjet Engines
Pulsejet Engines
 Pulsejets -operation
1)A spark plug initiates the combustion process inside the
combustion chamber when the inlet valves are closed
2)Combustion occurs in an enclosed chamber and is
approximately a constant volume process
3)Combustion is nearly an explosion in that enclosed volume
and raises the pressure and temperature to high values
4) The high pressure and temperature forces the gases to flow
out of the tail pipe and nozzle
5) Evacuation of the combustion chamber results in pressure
drop –that opens the spring loaded inlet valve and air comes in
from the intake
6) The spring loaded inlet valves are normally closed and open
only when the pressure difference across it is attained.
Pulsejets
Pulsejets
 ROCKET PROPULSION
•The operation of a rocket is not dependent on atmosphere or forward
speed.
•This is an advantage as the rocket is the method of propelling vehicles
beyond earth’s atmosphere.
•And a disadvantage, as both the fuel and the oxidizer must be carried in
the body of the rocket.
•The basic rocket devise is a thermal rocket motor, which is a heat
engine.
•It converts chemical energy into heat by burning of propellant and
oxidizer.
•The heat creates high energy of the burnt gases which is accelerated
through a shaped nozzle.
•The large momentum of the exhaust gas creates the reaction force, by
Newton’s laws of motion, and acts as Thrust for propelling it forward.
ROCKET PROPULSION
ROCKET PROPULSION
ROCKET PROPULSION
ROCKET PROPULSION
ROCKET PROPULSION
ROCKET PROPULSION
ROCKET PROPULSION
 ROCKET PROPULSION

• There are two basic kinds of fuel and oxidizer used in

rocket engines.
• One in which the fuel and the oxidizer are both liquid and
are separately pumped into the rocket motor combustion
chamber.
• In the other variety the fuel and the oxidizer are both solids,
often in mixtures, are already positioned inside the
combustion chamber in suitable shapes and sizes.
• In both the cases the burnt mixture of gases is released
through nozzles for thrust creation.
ROCKET PROPULSION
ROCKET PROPULSION
ROCKET PROPULSION
ROCKET PROPULSION
ROCKET PROPULSION
ROCKET PROPULSION
ROCKET PROPULSION
ROCKET PROPULSION
ROCKET PROPULSION
ROCKET PROPULSION
ROCKET PROPULSION
RAMJET ENGINES
RAMJET ENGINES
RAMJET ENGINES
RAMJET ENGINES
RAMJET ENGINES
RAMJET ENGINES
RAMJET ENGINES
RAMJET ENGINES
RAMJET ENGINES
RAMJET ENGINES
RAMJET ENGINES
RAMJET ENGINES
RAMJET ENGINES
RAMJET ENGINES
RAMJET ENGINES
RAMJET ENGINES
RAMJET ENGINES
RAMJET ENGINES
RAMJET ENGINES
RAMJET ENGINES