MODULE AE3010 AERODYNAMICS AND PROPULSION 2

AIR BREATHING CYCLES

1. Introduction On the ground, it is generally easy to obtain motive power by pushing against the ground. The acceleration or speed maintenance is obtained in the opposite direction due to the force reaction. In flight, the aircraft can not push against a solid surface. The alternative is the ejection of mass to obtain propulsion in the opposite direction: the ejection mechanism would apply a force to the ejecting mass, which in turn, would apply an equal and opposite force to the aircraft through the ejection mechanism. Jet engines work by continuously scooping up air at the engine approach speed Ca and accelerating it rearwards to eject it at engine exit jet speed Cj. This is a continuous process since air is always available. The engine applies a force to the air to accelerate it, and the air applies an equal and opposite force to the engine. This force is transmitted to the aircraft by the engine mounts.
F

Ca

Engine

Cj

2. Thrust The thrust is the force pushing the plane forward. It is a simple consequence of Newtons second law of motion which states that force equals rate of change of momentum. F = Mass x Acceleration = Masse flow rate x Change in velocity
& Cj. & C a and the air leaving a force of m The air entering the engine produces a force of m Since Cj is greater than Ca the resultant acts to the left in this case (forward) and is equal to & Cj m & Ca = m & C j Ca Thrust = F = m

Momentum Net thrust & in = m & out = m &. For simplicity it is generally assumed that the air mass flow rate is constant: m & f . Taking this into account the However, fuel is added to the air in the engine with a rate of m thrust becomes:

& a +m & f )Cj m & a Ca Fnet = (m This is the thrust available in flight.

Momentum Gross Thrust The thrust is known as gross when Ca is zero. This is the situation when the engine is being tested on a stationary test bed or before the aircraft starts to move.
& a +m & f )Cj Fgross = (m

Inlet Momentum Drag The difference between gross and net thrusts is the inlet (or intake) momentum drag:
& a Ca Inlet Momentum Drag = F gross - Fnet = m Pressure Thrust If the gases expand in the nozzle to a higher pressure than the atmospheric (ambient) pressure there will be an additional thrust due to the pressure difference. F pressure = A 2 (P2 Pa ) Where A2 is the exit area of the nozzle, P2 is the pressure at A2 and Pa is the atmospheric pressure. Total Thrust & a +m & f )Cj m & a C a + A 2 (P2 Pa ) F = Fnet + Fpressure = (m (1)

Analysis

3. Performance of air breathing propulsion systems

Propulsive Efficiency Definitions: Thrust power = Fnet x Ca. This is the rate of work which must be maintained in order to keep the aircraft moving at the constant speed Ca against the frictional resistance or drag. The net work output from the engine is given by the rate of change of kinetic energy 2 & a +m & f )C 2 & a Ca (m for the flow through the engine = 1 j m 2

The propulsive efficiency is given as the thrust power divided by the rate of which work is done on the air in the engine:

p =

& a +m & f )Cj m & a Ca )Ca ((m

1 2

& ((m

2 & f )C 2 & a Ca +m j m

Neglecting the mass flow rate of fuel:

p =

& a Cj m & a Ca ) Ca (m
1 2

& a C2 m j

2 & a Ca m

or

p =

2 Ca Ca + C j

(2)

Note: The net work output from the engine

& a C j C a C a and it gives the air a residual kinetic energy of the net thrust power m
1 2

& a C j Ca m

) . Thus the propulsive efficiency can also be expressed as:

2

1 2

2 & a C2 m j C a is used in two ways: it provides

p = Analysis

thrust power thrust power + residual K.E.

Thermal Efficiency This is the efficiency with which the energy supplied in the fuel is converted to jet kinetic energy. It is also known as Internal Efficiency.

th = Ignoring mass fuel addition: th =

1 2

& ((m

2 & f )C 2 & a Ca +m j m

& f LCV m

1 2

2 & a C2 m j Ca

& f LCV m

(3)

where LCV is the lower calorific value of the fuel, which is the chemical energy converted to thermal energy on complete combustion in air if the water in the reaction products is not condensed but remains as vapour. Analysis

Overall Efficiency Combines the propulsive and thermal efficiencies:

o = p th =

Thrust power Useful work = Energy added Thermal energy from fuel

(4)

4. Specific Fuel Consumption (sfc) F Ca F Ca 1 Ca Equation 4 can be written as o = = = & f LCV m & f LCV sfc LCV m

& f /F is defined as the fuel consumption per unit thrust. The specific fuel consumption sfc = m
Note that sfc can also be expressed as sfc =

Ca , therefore in seeking the best fuel p th LCV

consumption it is necessary to maximise both propulsive and thermal efficiencies.

5. Types of Jet Engines

Turbojet: all air goes through the core engine and exits as hot gas (jet).

Turbofan or Bypass engine: has a large fan at the front, which sucks in air. Part of the air flows around the outside of the core engine.

Turbopropeller: is a jet engine attached to a propeller.

Turboshaft: operates much like a turboprop system but instead of driving a propeller it provides power for a helicopter rotor.

Ramjet: has no moving parts. It is essentially a turbojet in which rotating machinery has been omitted.

6. Comparison of propulsive devices

Example 1

An engine is required to produce a thrust of 8000 N at a forward velocity of 100 m/s. This can be achieved by either a turbopropeller with a mass flow rate of 200 kg/s or a turbojet engine with a mass flow rate of 20 kg/s. What engine is the most efficient?

Propeller 0.85

Jet

300

600

900

1200 1500 00

Aircraft velocity Ca (km/h)

Example 2

Pure jet or Turbofan?

Fuel use = f(Cj2)

Thrust = f(Cj)

Cj