Thrust distribution

Contents
Introduction
Distribution of the thrust
forces
Method of calculating the
thrust forces
Calculating the thrust of
the engine
Compressor casing
Diffuser duct
Combustion chambers
Turbine assembly
Exhaust unit and jet pipe
Propelling nozzle
Engine
Inclined combustion chambers
Afterburning
INTRODUCTION
1. Although the principles of jet propulsion (see
Part 1) will be familiar to the reader, the distribution
of the thrust forces within the engine may appear
somewhat obscure. These forces are in effect gas
loads resulting from the pressure and momentum
changes of the gas stream reacting on the engine
structure and on the rotating components. They are
in some locations forward propelling forces and in
others opposing or rearward forces. The amount that
me sum of the forward forces exceeds the sum of the
rearward forces is normally known as the rated thrust
of the engine.
DISTRIBUTION OF THE THRUST FORCES
2. The diagram in fig. 20-1 is of a typical single-
spool axial flow turbo-jet engine and illustrates where
the main forward and rearward forces act. The origin
of these forces is explained by following the engine
working cycle shown in Part 2.
3. At the start of the cycle, air is induced into the
engine and is compressed. The rearward accele-
rations through the compressor stages and the
resultant pressure rise produces a large reactive
force in a forward direction. On the next stage of its
journey the air passes through the diffuser where it
exerts a small reactive force, also in a forward
direction.
4. From the diffuser the air passes into the combus-
tion chambers (Part 4) where it is heated, and in the
consequent expansion and acceleration of the gas
large forward forces are exerted on the chamber
walls.
5. When the expanding gases leave the combus-
tion chambers and flow through the nozzle guide
vanes they are accelerated and deflected on to the
blades of the turbine (Part 5). Due to the accelera-
tion and deflection, together with the subsequent
straightening of the gas flow as it enters the jet pipe,
considerable 'drag' results; thus the vanes and
blades are subjected to large rearward forces, the
magnitude of which may be seen on the diagram. As
the gas flow passes through the exhaust system (Part
6), small forward forces may act on the inner cone or
bullet, but generally only rearward forces are pro-
duced and these are due to the 'drag' of the gas flow
at the propelling nozzle,
6. It will be seen that during the passage of the air
through the engine, changes in its velocity and
pressure occur (Part 2). For instance, where a
conversion from velocity (kinetic) energy to pressure
energy is required the passages are divergent in
shape, similar to that used in the compressor
diffuser. Conversely, where it is required to convert
the energy stored in the combustion gases to
velocity, a convergent passage or nozzle, similar
to that used in the turbine, is employed. Where
the conversion is to velocity energy, 'drag' loads
or rearward forces are produced; where the con-
version is to pressure energy, forward forces are
produced. Part 2, fig. 2-3 illustrates velocity and
pressure changes at two points on the engine.

METHOD OF CALCULATING THE THRUST

FORCES
7. The thrust forces or gas loads can be calculated
for the engine, or for any flow section of the engine,
provided that the areas, pressures, velocities and
mass flow are known for both the inlet and outlet of
the particular flow section.
8. The distribution of thrust forces shown in fig.
20-1 can be calculated by considering each com-
ponent in turn and applying some simple calcula-
tions. The thrust produced by the engine is mainly
the product of the mass of air passing through the
engine and the velocity increase imparted to it (i.e.
Newtons Second Law of Motion), however, the pres-
sure difference between the inlet to and the outlet
from the particular flow section will have an effect on
the overall thrust of the engine and must be included
in the calculation.
9. To calculate the resultant thrust for a particular
flow section it is necessary to calculate the total thrust
at both inlet and outlet, the resultant thrust being the
difference between the two values obtained.
10. Calculation of the thrust is achieved using the
following formula: Thrust = (A x P) + Wvj
g

Where A = Area of flow section in sq.in.

P = Pressure in Ib. per sq.in,
W = Mass flow in Ib. per sec.
Vj = Velocity of flow in feet per sec.
g = Gravitational constant 32.2 ft. per
sec. per sec.
CALCULATING THE THRUST OF THE ENGINE
11. When applying the above method to calculate
the individual thrust loads on the various com-
ponents it is assumed that the engine is static. The
effect of aircraft forward speed on the engine thrust
will be dealt with in Part 21. In the following
calculations is taken to be 32 for convenience. To assist
in these calculations the locations concerned are
illustrated by a number of small diagrams.
Compressor casing
12. To obtain the thrust on the compressor casing
it is necessary to calculate the conditions at the inlet
to the compressor and the conditions at the outlet
from the compressor. Since the pressure and the
velocity at the inlet to the compressor are zero, it is
only necessary to consider the force at the outlet
from the compressor. Therefore, given that the
compressor—
OUTLET Area (A) = 182 sq.in.
Pressure (P) = 94 Ib. per sq.in.
(gauge)
Velocity (vj) = 406 ft. per sec.
Mass flow (W) =153 Ib. per sec.

Diffuser duct
13. The conditions at the diffuser duct inlet are the
same as the conditions at the compressor outlet, i.e.
19,049 Ib.
Therefore, given that the diffuser—
OUTLET Area (A) - 205 sq.in.
Pressure (P) = 95 Ib. per sq.in.
(gauge)
Velocity (Vj) = 368 ft. per sec.
Mass flow (W) = 153 Ib. per sec.
Turbine assembly
15. The conditions at the turbine inlet are the same
as the conditions at the combustion chamber outlet,
i.e. 55,417 Ib.
Therefore given that the turbine—
OUTLET Area (A) = 480 sq.in.
Pressure (P) ~ 21 Ib. per sq.in,
(gauge)
Velocity (Vj) = 888 ft. per sec.
Mass flow (W) = 153 Ib. per sec.

Exhaust unit and jet pipe

16. The conditions at the inlet to the exhaust unit
are the same as the conditions at the turbine outlet,
i.e. 14,326 Ib.
Therefore, given that the jet pipe—
OUTLET Area (A) = 651 sq.in.
Pressure (P) = 21 Ib. per sq.in.
(gauge)
Velocity (vj) = 643 ft. per sec.
Mass flow (W) = 153 Ib. per sec.
Propelling nozzle
17. The conditions at the inlet to the propelling
nozzle are the same as the conditions at the jet pipe
outlet, i.e. 16,745 Ib.
Therefore, given that the propelling nozzle—
OUTLET Area (A) = 332 sq.in.
Pressure (P) = 6 Ib. per sq.in.
(gauge)
Velocity (vj) = 1,917 ft. per sec.
Mass flow (W) =153 Ib. per sec.
It is emphasized that these are basic calculations and
such factors as the effect of air offtakes have been
ignored.
18. Based on the individual calculations, the sum of
the forward or positive loads is 57,836 Ib. and the
sum of the rearward or negative loads is 46,678 Ib.
Thus, the resultant (gross or total) thrust is 11,158lb.

Engine
19. It will be of interest to calculate the thrust of the
engine by considering the engine as a whole, as the
resultant thrust should be equal to the sum of the
individual gas loads previously calculated.

20. Although the momentum change of the gas

stream produces most of the thrust developed by the
engine (momentum thrust = WvJ ), an additional
thrust is produced when the engine operates with the
propelling nozzle in a 'choked1 condition {Part 6). This
thrust results from the aerodynamic forces which are
created by the gas stream and exert a pressure across
the exit area of the propelling nozzle (pressure thrust).
Algebraically, this force is expressed as (P-P0) A.
Where A = Area of propelling nozzle in sq.in.
P = Pressure in Ib. per sq.in.
P0 = Atmospheric pressure in Ib- per
sq.in.
Therefore, assuming values oi mass flow, pressure
and area to be the same as in the previous
calculations i.e.
Area of propelling nozzle (A) = 332 sq.in.
Pressure (P) = 6 Ib. per sq.in.
(gauge)
Atmospheric Pressure (P0) = 0 Ib. per sq.in.
(gauge)
Mass flow (W) = 153 Ib. per sec.
Velocity (vj) = 1,917 ft- per sec.

by combining the gas loads on the individual

engine locations.
21. On engines that operate with a non-choked
nozzle, the (P-P0) A function does not apply and
the thrust results only from the gas stream
momentum change.

Inclined combustion chambers

22. In the previous example (Para. 14) the flow
through the combustion chamber is axial, however,
if the combustion chamber is inclined towards the
axis of the engine, then the axial thrust will be
less than for an axial flow chamber. This thrust can
be obtained by multiplying the sum of the outlet
thrust by the cosine of the angle (see fig. 20-2). The

cosine = Base and for a given angle

Hypotenuse

is obtained by consulting a table of cosines. It should

be emphasized that if the inlet and outlet are at
different angles to the engine axis, it is necessary to
multiply the inlet and outlet thrusts separately by the
cosine of their respective angles.

AFTERBURNING
23. When the engine is fitted with an afterburner
(Part 16), the gases passing through the exhaust
system are rehealed to provide additional thrust. The
effect of afterburning is to increase the volume of the
exhaust gases, thus producing a higher exit velocity
at the propelling nozzle.

24. Assuming that an afterburner jet pipe and

propelling nozzle are fitted to the engine used in the
previous calculations, and the new conditions at the
propelling nozzle are as follows—
OUTLET Area
(A) = 455 sq.in.
Pressure (P) = 5 Ib. per sq.in.
(gauge)
Velocity (yj) = 2,404 ft. per sec.
Mass flow (W) = 157 Ib. per sec.

Therefore, compared with the previous calculation in

para. 17, it will be seen that the negative thrust is
reduced from -5,587 Ib. to -2,676 Ib.; the overall
positive thrust is thus increased by 2,911 Ib; which is
equivalent to a thrust increase of more than 25 per
cent.
25. To arrive at the total thrust of the engine with
afterburning the calculations in para. 20 should use
the above figures.