Delft University of technology

Assignment 3
Academic year : 2013-2014
Akshay Raju Kulkarni
Student Number : 4327837

13

Table of Contents
PROBLEM : .......................................................................................................................................................... 3
AIM:.................................................................................................................................................................... 3
GIVEN DATA: ...................................................................................................................................................... 3
GENERAL CHARACTERISTICS AT CRUISE ............................................................................................................................ 3
ASSUMPTIONS: ................................................................................................................................................... 5
PROCEDURE: ....................................................................................................................................................... 6
FORMULAE USED AND CALCULATION OF THRUST AND SFC :.............................................................................. 6
INLET CONDITIONS: ..................................................................................................................................................... 6
FAN CALCULATIONS: ................................................................................................................................................... 7
LPC CALCULATIONS : .................................................................................................................................................. 7
INTERCOOLER: ........................................................................................................................................................... 7
HPC CALCULATIONS: .................................................................................................................................................. 8
RECUPERATOR: .......................................................................................................................................................... 8
COMBUSTION CHAMBER CALCULATIONS:........................................................................................................................ 8
HIGH PRESSURE TURBINE CALCULATION: ......................................................................................................................... 9
MIDDLE TURBINE : ..................................................................................................................................................... 9
LOW PRESSURE TURBINE CALCULATION: ......................................................................................................................... 9
NOZZLE CALCULATIONS (CORE):.................................................................................................................................. 10
BYPASS NOZZLE CALCULATIONS :................................................................................................................................. 11
TOTAL THRUST AND SFC: .......................................................................................................................................... 11
SANKEY DIAGRAM CALCULATION:................................................................................................................................ 12
RESULTS AND CONCLUSIONS: ........................................................................................................................... 13
APPENDIX-1: ..................................................................................................................................................... 15
APPENDIX-2: ..................................................................................................................................................... 16

Aero-Engine Technology Assignment 3

Problem :
Calculate the thrust and SFC at cruise conditions for the given aero engine with recuperator and
intercooler . Calculate the Sankey Diagram for the recuperated Cycle.

Aim:
The aim of the assignment is to completely understand the working of a three spool turbofan engine
with a recuperator and intercooler. To understand the variation of temperature, pressure , mass flow
rate at various critical zones in a turbofan engine. An instance of cruise condition is to be studied and
thrust generated and specific fuel consumption (SFC) is to be determined for the said condition.

Given Data:
General characteristics at cruise

Type: Three spool recuperated turbofan Engine

Nozzle= Convergent
Intake isentropic efficiency = 0.97 (at cruise)
Engine Air Mass flow rate = 800 kg/s (corrected)
Fan Pressure Ratio = 1.65
Bypass ratio = 8.2
LPC Pressure Ratio = 3
HPC Pressure Ratio = 4
Combustor Exit Temperature (T4) = 1600K
Fan isentropic efficiency = 0.9
LPC & HPC isentropic efficiency = 0.88
LPT & HPT isentropic efficiency = 0.92
Mechanical efficiency = 0.99
combustor efficiency = 0.99
combustor pressure ratio = 0.96
Nozzle efficiency = 0.97
Intercooler effectiveness = 0.8
Recuperator effectiveness = 0.8
Ambient Temp. = 216K
Ambient Press. = 22632 Pa
Gas constant= 287 J/kg K
Fuel calorific value (LHV) = 43MJ
CP air = 1000; kappa air = 1.4
CPgas = 1150; kappa gas = 1.33

Aero-Engine Technology Assignment 3

Figure 1 : Turbofan Nomenclature

Ambient/ undisturbed
Aircraft-engine interface/ inlet face
First compressor inlet
Inner stream fan exit
Outer stream fan exit
Bypass nozzle throat
Low-pressure compressor exit
High-pressure compressor inlet
Last compressor exit/ cold side heat
Burner exit
First turbine stator exit = rotor inlet
High-pressure turbine exit before
High-pressure turbine exit after
Low pressure turbine inlet
Low-pressure turbine exit after
Jet pipe inlet, reheat entry for turbojet
Reheat exit, hot side heat exchanger
Nozzle throat

0
1
2
21
13
18
24
25
3
4
41
43
44
45
5
6
7
8

Aero-Engine Technology Assignment 3

Assumptions:
1. The gases in the cycle are considered ideal and composition is assumed to remain
homogeneous.
2. Cp and Cv values are assumed to remain constant throughout.
3. Mass flow rate is assumed to remain constant at a given point in the system.
4. Pressure losses at various stations are neglected.
5. Secondary flows and their effects are neglected
6. The pressure throughout the intercooler and recuperator are assumed constant i.e the
process is isobaric.
7. Entire mass exiting the LPT is assumed to take part in recuperation
8. Only 20% of the mass flow in bypass is assumed to take part in intercooler
9. Energy losses through the pipes for different parts are ignored
10. Air flow is assumed to be one dimensional

Aero-Engine Technology Assignment 3

Procedure:
The procedure for the assignment includes determination of Thrust and SFC for the given cruise
condition using MATLAB program. The formula used for this follow. (Program attached in appendix)

Formulae Used and calculation of Thrust and SFC :

Inlet conditions:
The dynamic values of pressure and temperature are calculated using mach number at cruise
condition as shown below. The total temperature across the inlet though remains constant as there is
no heat addition during this process. Also, the given mass flow rate is corrected one. Therefore
appropriate STP conditions are used to calculate the real mass flow.

M=0.8

=22632 Pa

= 216 K

Pa

( The temperature across the inlet remains constant)

There is a variation in pressure though,

Actual Mass flow rate=296.2 kg/s

Bypass Ratio= 5

Aero-Engine Technology Assignment 3

Fan Calculations:
Since the Fan pressure ratio is known, the total pressure at 21 can be calculated. Also, the isentropic
efficiency is used to calculate the temperature as shown.

Fan pressure ratio= 1.65

LPC Calculations :
The pressure and temperature after low pressure compressor is calculated as follows. The pressure
ratio and the efficiency of low pressure turbine are given in the cruise condition details :

Intercooler:
It is assumed that pressure across the intercooler remains same. Which in fact is ot true in real
conditions. The temperature of the air after passing the intercooler are calculated using the
effectiveness equations as shown.

-( *(

))

Aero-Engine Technology Assignment 3

HPC Calculations:
Principle of isentropic expansion is used to determine the temperature and pressure after high
pressure compression.

Recuperator:
The temperature of the air entering the combustion chamber is calculated using the effectiveness
formula shown below. It is obvious from the equation that the temperature of the air at T5 is
unknown. As a result, calculation of T31 becomes extremely difficult. In order to solve this problem, a
while loop is used in the MATLAB program which starts T5 temperature with no recuperator. But, it is
obvious that mass of the fuel used depends on temperature of the air entering the combustion
chamber which in turn is dependent on T5. Thus all the following equations are included in the while
loop until the value of t5 stabilises. All the values written henceforth in this report are the final values
after the application of while loop.

+( *(

))

Combustion Chamber Calculations:

=32.79 kg/s

pressure ratio=0.96

0.96*
= 647970 Pa

Aero-Engine Technology Assignment 3

High pressure Turbine calculation:

The high pressure turbine is used only in the working of high pressure turbine and hence the
temperature and pressure after the turbine is calculated using the energy used by high pressure
compressor and the mechanical efficiency.

=5.49 MW

= 5.55 MW

=423720 Pa

=1452.8 K

Middle Turbine :
The middle turbine is used only in the working of low pressure turbine and hence the temperature and
pressure after the turbine is calculated using the energy used by low pressure compressor and the
mechanical efficiency.

=3.84MW

=3.88 MW

Pa

Low Pressure Turbine Calculation:

The low pressure turbine is used only in the working of the fan and hence the temperature and
pressure after the turbine is calculated using the energy used by the fan and the mechanical efficiency.

=12.33 MW

=12.46 MW

Aero-Engine Technology Assignment 3

88140 Pa

Nozzle Calculations (Core):

T7 is calculated using energy balance equation across the recuperator. The criticality of the flow
condition is verified and the various calculations are carried out as shown below.

greater than

the nozzle is choked.

=558.76 K

10

= 46656 Pa
=461.82m/s
=0.2909 Kg/
=0.2441
=235.67 m/s
=13.28 KN

Aero-Engine Technology Assignment 3

Bypass Nozzle Calculations :

is calculated using the energy balance equation. Further,
using the weighted average formula as shown below.

is used to calculate

by

= (m3*(

(0.2*

))/(m13*0.2)+
+0.8*

, is greater than

= 247.46 K
=

= 29076 Pa

, the nozzle is choked)

=315.32 m/s
=0.4094Kg7
=2.04

=34.207 KN

Total Thrust and SFC:

F=
SFC =

11

=47.488 KN
=12.612 g/N.s

Aero-Engine Technology Assignment 3

Sankey Diagram Calculation:

Chemical energy,

=25.75 MW

Heat generated,

=25.49 MW

Gas power,

*(

)+

*(

)=

where,

Kinetic energy,
where,

Propulsive jet energy,

where,

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Aero-Engine Technology Assignment 3

Results and Conclusions:

Thrust and SFC for a recuperated and intercooled cycle,

1. F=
2. SFC =

= 47.488 KN
=12.61 g/N.s

Thrust and SFC for aero engine without recuperation and intercooling,
3. F=
4. SFC =

= 49.19 KN
= 17.21 g/N.s

From the results seen above, it is evident that the addition of intercooler and recuperator to an aero
engine results in a drop in the thrust generated. This can be attributed to the energy loss of air
entering the nozzle due to recuperator action. On the other hand, it is also interesting to observe a
drop in SFC. The drop in fuel consumption is much higher than the drop in thrust and thus the SFC
decreases. It is pertinent to note at this point that that prima-facie, the recuperated- intercooled
engine looks more fuel efficient and thus more environment friendly but in reality, addition of
intercooler and recuperator would lead to increased weight which is not really considered in this
calculation. Therefore, a balance needs to brought about for reduced fuel consumption and increased
weight .
The efficiencies are tabulated below
Efficiencies
Propulsive
Thermodynamic
Jet
Combustion

13

69.5
71.1
88.8
99

Aero-Engine Technology Assignment 3

The Sankey diagram at cruise condition :

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Aero-Engine Technology Assignment 3

Appendix-1:
Nomenclature Used for MATLAB Programming:

Intake isentropic efficiency = 0.98 (at cruise)

Nis

Air Mass flow rate = 292 kg/s (Actual)

Fan Pressure Ratio = 1.6

Prf

Bypass ratio = 5.0

Br

LPC Pressure Ratio = 1.3

Prlpc

HPC Pressure Ratio =12

Prhpc

Combustor Exit Temperature (T4) = 1300K

t4

Fan isentropic efficiency = 0.92

Nfis

LPC & HPC isentropic efficiency = 0.90

nlpc , nhpc

LPT & HPT isentropic efficiency = 0.91

nlpt, nhpt

Mechanical efficiency = 0.99

Nmech

combustor efficiency = 0.99

Ncomb

combustor pressure ratio = 0.96

Prcomb

Nozzle= Convergent

Nozzle efficiency = 0.98

Nnoz

Ambient Temp. = 219K

Ta

Ambient Press. = 23842 Pa

Pa

Gas constant= 287 J/kg K

Fuel calorific value (LHV) = 43MJ

Lhv

CP air = 1000; kappa air = 1.4

Cpa, Ka

CPgas = 1150; kappa gas = 1.33

Cpg, Kg

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Aero-Engine Technology Assignment 3

Appendix-2:
MATLAB program to determine thrust and SFC for given condition:
______________________________________________________________________________
%Program to find the thrust of a Three spool turbofan engine
%given data
mcorr=800;
nis=0.97;
Prf=1.65;
br=8.2;
Prlpc=3;
Prhpc=4;
t4=1600;
nfis=0.9;
nlpc=0.88;
nhpc=0.88;
nlpt=0.92;
nhpt=0.92;
nmech=0.99;
ncomb=0.99;
Prcomb=0.96;
%convergent
nnoz=0.97;
ta=216;
pa=22632;
R=287;
lhv=43000000;
Cpa=1000;
Ka=1.4;
Cpg=1150;
Kg=1.33;
M=0.8;
Altitude= 11000;
eic=0.8;
erc=0.8;
%start of code
%Inlet condition
clc
tta=ta*(1+((Ka-1)/2)*M^2);
pta= pa*(1+((Ka-1)/2)*M^2)^(Ka/(Ka-1));
pt2=pa*(1+(nis*((Ka-1)/2)*M^2))^(Ka/(Ka-1));
delta= (pta/101325);
theta= (tta/288.15);
m=(mcorr*delta)/(sqrt(theta));
fprintf ('tta=%d \n pta=%d \n pt2=%d \n',tta,pta,pt2);
%mass distribution
m21= m/(br+1);
m13= (m*br)/(br+1);
fprintf ('mass flow ratein core=%d \n mass flow rate in bypass=%d \n', m21,
m13);
%fan
pt21=Prf*pt2;
tt2=tta;
tt21 = tt2*(1+((1/nfis)*((pt21/pt2)^((Ka-1)/Ka)-1)));
fprintf (' Pt21=%d \n Tt21=%d\n', pt21, tt21);
%LPC calculation
pt24=Prlpc*pt21;
tt24=tt21*(1+((1/nlpc)*((pt24/pt21)^((Ka-1)/Ka)-1)));
fprintf ('Tt24=%d \n Pt25=%d \n', tt24, pt24);

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Aero-Engine Technology Assignment 3

%Intercooler calculation
tt25= tt24-(eic*(tt24-tt21))
pt25=pt24
%HPC calculation
pt3=Prhpc*pt25;
tt3=tt25*(1+((1/nhpc)*((pt3/pt25)^((Ka-1)/Ka)-1)));
fprintf ('Pt3=%d \n Tt3=%d \n', pt3, tt3);
%Combustion chamber1
m3=m21;
mf=(m3*Cpg*(t4-tt3))/(ncomb*lhv);
m4=m3+mf;
pt4=Prcomb*pt3;
fprintf ('m3=%d \n mf=%d \n m4=%d \n Pt4=%d \n', m3, mf, m4, pt4);
% High pressure turbine
m25=m21;
m27=m21;
Whpc=m25*Cpa*(tt3-tt25);
Whpt=((Whpc)/nmech);
Wlpc=m27*Cpa*(tt24-tt21);
tt43=t4-(Whpt/(m4*Cpg));
pt43=pt4*(1-((1-(tt43/t4))/nhpt))^(Kg/(Kg-1));
fprintf ('Whpc=%d \n Whpt=%d \n T43=%d\n Pt4,3=%d \n', Whpc, Whpt, tt43,
pt43);
%Middle turbine
Wmpt=Wlpc/nmech
tt47=tt43-(Wmpt/(m4*Cpg))
pt47=pt43*(1-((1-(tt47/tt43))/nhpt))^(Kg/(Kg-1))
%Low pressure turbine
Wfan=m*Cpa*(tt21-tt2);
Wlpt=(Wfan)/nmech;
tt5=tt47-(Wlpt/(m4*Cpg));
pt5=pt47*(1-((1-(tt5/tt47))/nlpt))^(Kg/(Kg-1));
fprintf ('m27+%d \n Wlpc=%d \n Wfan=%d \n Wlpt=%d\n Tt5=%d \n Pt5=%d \n',
m27, Wlpc, Wfan, Wlpt, tt5, pt5);
%nozzle calculations
%pt5 is equal to pt7
%tt7 is equal to tt5
pt7=pt5;
tt7=tt5;
Crr=(1/(1-((1/nnoz)*(((Kg-1)/(Kg+1))))))^(Kg/(Kg-1));
fprintf ('Critical pressure Ratio= %d',Crr);
Apr=pt7/pa;
if(Crr>Apr)
fprintf('\n nozzle is not chocked \n')
p8=pa;
else
fprintf('\n nozzle is chocked \n')
p8=pt7/(Crr);
end
t8=tt7*(2/(Kg+1));
v8=sqrt(Kg*R*t8);
density8=(p8/(R*t8));
areacore= (m4/(density8*v8));
v0=M*(sqrt(Ka*R*ta));
Fcore=(m4*(v8-v0))+(areacore*(p8-pa));
fprintf('t8=%d \n p8=%d \n v8=%d \n density8=%d \n areacore=%d \n v0=%d \n
Fcore=%d \n', t8,p8, v8, density8, areacore, v0, Fcore);
%bypass nozzle
tt13=tt21;
tt16=(0.2*tt25+(0.8*tt13));

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Aero-Engine Technology Assignment 3

pt16=pt21;
Crb=(1/(1-((1/nnoz)*(((Ka-1)/(Ka+1))))))^(Ka/(Ka-1));
Arb=pt16/pa;
if (Arb> Crb)
fprintf('\n nozzle is chocked \n')
pcr=(pt16/Crb);
else
fprintf('\n nozzle is not chocked \n')
pcr=pa
end
tcr=tt16*(2/(Ka+1));
v18=sqrt(Ka*R*tcr);
density18= pcr/(R*tcr);
areabypass= m13/(density18*v18);
Fbypass= (m13*(v18-v0))+(areabypass*(pcr-pa));
fprintf('pcr=%d \n tcr=%d \n v18=%d \n density18=%d \n areabypass=%d \n
Fbypass=%d \n', pcr, tcr, v18, density18, areabypass, Fbypass);
Ft= Fcore+Fbypass;
sfc= mf/Ft;
fprintf( '\n TOTAL THRUST=%d SFC=%d \n', Ft, sfc);
tt6=0;y=1; x=0;
while (tt6~=tt5)
tt6=y;
%recuperator
tt31=tt3+(erc*(tt5-tt3));
tt7=tt5-((m3*Cpa*(tt31-tt3))/(m4*Cpg));
%Combustion chamber1
m3=m21;
mf=(m3*Cpg*(t4-tt31))/(ncomb*lhv);
m4=m3+mf;
pt4=Prcomb*pt3;
fprintf ('m3=%d \n mf=%d \n m4=%d \n Pt4=%d \n', m3, mf, m4, pt4);
% High pressure turbine
m25=m21;
m27=m21;
Whpc=m25*Cpa*(tt3-tt25);
Whpt=((Whpc)/nmech);
Wlpc=m27*Cpa*(tt24-tt21);
tt43=t4-(Whpt/(m4*Cpg));
pt43=pt4*(1-((1-(tt43/t4))/nhpt))^(Kg/(Kg-1));
fprintf ('Whpc=%d \n Whpt=%d \n T43=%d\n Pt4,3=%d \n', Whpc, Whpt, tt43,
pt43);
%Middle turbine
Wmpt=Wlpc/nmech
tt47=tt43-(Wmpt/(m4*Cpg))
pt47=pt43*(1-((1-(tt47/tt43))/nhpt))^(Kg/(Kg-1))
%Low pressure turbine
Wfan=m*Cpa*(tt21-tt2);
Wlpt=(Wfan)/nmech;
tt5=tt47-(Wlpt/(m4*Cpg));
pt5=pt47*(1-((1-(tt5/tt47))/nlpt))^(Kg/(Kg-1));
fprintf ('m27+%d \n Wlpc=%d \n Wfan=%d \n Wlpt=%d\n Tt5=%d \n Pt5=%d \n',
m27, Wlpc, Wfan, Wlpt, tt5, pt5);
%nozzle calculations
%pt5 is equal to pt7
%tt7 is equal to tt5
pt7=pt5;
Crr=(1/(1-((1/nnoz)*(((Kg-1)/(Kg+1))))))^(Kg/(Kg-1));
fprintf ('Critical pressure Ratio= %d',Crr);
Apr=pt7/pa;

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Aero-Engine Technology Assignment 3

if(Crr>Apr)
fprintf('\n nozzle is not chocked \n')
p8=pa;
else
fprintf('\n nozzle is chocked \n')
p8=pt7/(Crr);
end
t8=tt7*(2/(Kg+1));
v8=sqrt(Kg*R*t8);
density8=(p8/(R*t8));
areacore= (m4/(density8*v8));
v0=M*(sqrt(Ka*R*ta));
Fcore=(m4*(v8-v0))+(areacore*(p8-pa));
fprintf('t8=%d \n p8=%d \n v8=%d \n density8=%d \n areacore=%d \n v0=%d \n
Fcore=%d \n', t8,p8, v8, density8, areacore, v0, Fcore);
%bypass nozzle
tt13=tt21;
tt14= (m3*(tt24-tt25))/(m13*0.2)+tt13;
tt16=(0.2*tt14+0.8*tt13)
pt16=pt21;
Crb=(1/(1-((1/nnoz)*(((Ka-1)/(Ka+1))))))^(Ka/(Ka-1));
Arb=pt16/pa;
if (Arb> Crb)
fprintf('\n nozzle is chocked \n')
pcr=(pt16/Crb);
else
fprintf('\n nozzle is not chocked \n')
pcr=pa
end
tcr=tt16*(2/(Ka+1));
v18=sqrt(Ka*R*tcr);
density18= pcr/(R*tcr);
areabypass= m13/(density18*v18);
Fbypass=(m13*(v18-v0))+(areabypass*(pcr-pa));
fprintf('pcr=%d \n tcr=%d \n v18=%d \n density18=%d \n areabypass=%d \n
Fbypass=%d \n', pcr, tcr, v18, density18, areabypass, Fbypass);
Ft= Fcore+Fbypass;
sfc= mf/Ft;
fprintf( '\n TOTAL THRUST=%d SFC=%d \n', Ft, sfc);
y=tt5
x=x+1
end
%sankey diagram
v8e=(Fcore/m4)+v0
v18e=(Fbypass/m13)+v0
tgg= tt47 - (((m3*Cpa*(tt21-tt2)/nmech))/(m4*Cpg))
t8e=tt7*(pa/pt7)^((Kg-1)/Kg)
pgg=m4*Cpg*(tgg-tt5)+m4*Cpg*(tt7-t8e)
CE= mf*lhv
HG= m3*Cpg*(t4-tt31)
%GP= m4*Cpg*(ttgg-t8)
%Pgg=Cpa*m13*(tt16-tt13)+m4*Cpg*(tt7-t8)+(m13*Cpa*(tt21-tt2)/nmech)
KE= ((0.5*m4*(v8e^2-v0^2)+0.5*m13*(v18e^2-v0^2)))
JE =((m4*(v8e-v0)*v0+m13*(v18e-v0)*v0))
nprop= JE/KE
njet=KE/pgg
nthy=pgg/HG
ncomb=HG/CE
ngas=CE/HG
ntotal= JE/CE

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Aero-Engine Technology Assignment 3