Prepared under

QIP-CD Cell Project

Lecture-4

Jet Propulsion

Ujjwal K Saha, Ph. D.

Department of Mechanical Engineering

Indian Institute of Technology Guwahati

Turbojet :

F = m C j C a

2C a
p =
C j + Ca

(1)

(2)

High C j Lower p
p of Turbojet is quite low except at high flight speed.

For high p C j must be decreased.

LowC j
Extract more power in the turbine
without increasing the power
to drive the compressor.

Extra power to drive a FAN for

additional compression of air.

TURBOFAN
Increase of
fuel supply.

m a without

TSFC becomes lower.

More economic and efficient.
Accelerates more in
lower velocity.

m to a

m c

c jc

m

m h

c jh

ca

m c

c jc

High frontal area (due to fan)

Gives more drag at high speed.
More weight
High specific weight.
Front Fan
Twin spool configuration.

(3 )

m = m c + m h
m c
B y P a s s R a tio , B =
m h
m = B m h + m h = m h ( B + 1 )
m
m h =
B +1
Again,

m
m = m c +
;
B +1

(4 )

m 1
= m c
B + 1
m B
= m c
B +1

B
m c =
m
B +1

(5)

Total Thrust = Thrust (Cold stream + Hot stream)

F = m c C jc C a + m h C jh C a
= m c C jc + m h C jh C a (m c + m h )
(6 )
F = m c C jc + m h C jh C a m

m c

c jc

m

m h

c jh

ca

m c

c jc

Thrust = Cold Nozzle F + Hot Nozzle F

= Fan F + Core Engine F
= 75% + 25%

B = 4 to 6 For transport aircraft

Applications : DC-10
Airbus
Boeing 737, 747
B = 8-9 GE 90 entered in service 1995
FPR (Fan Pressure ratio) : 1 to 3
Higher FPR Low By Pass Ratio Engines
Lower FPR High By Pass Ratio Engines

Turbofan:

Large increase in F is obtained by

taking a turbojet engine and adding

a Fan to it.

This lowers the exit velocity

less noise.

Increases p
No fuel flow for this added thrust
and therefore Lower TFSC.

Types :
Non-mixed type
(separate streams)
Mixed type
(Pressure Balanced)
Static pressure must be balanced at the
point of mixing for both the streams

may incorporate
one, two, or three spools
(Spool is defined as a group
of
compressor
stages
rotating at the same speed).
Two spool engine , the two
rotors operate independently
of one another. The turbine
assembly
for
the
low
pressure compressor is the
rear turbine unit . This set of
turbines is connected to the
forward,
low
pressure
compressor by a shaft that
passes through the hollow
center of the high pressure
compressor and turbine drive
shaft.
Engines

Civil Engines:

Single Stage Fan

Pressure Ratio : 1.5- 1.8

Flight conditions,
Cycle Parameters

Military Engines:

Two/Three Stage Fan

Pressure Ratio : 4

Original Concept: AFT-FAN Configuration

Turbine fan was mounted downstream of GG turbine

Problems:
Blading of high cost
Sealing between the two streams

Turboprop :
Combines the advantages of a
turbojet and propulsion efficiency
of a Propeller.

Turbojet:

Turboprop:

o F from a large
momentum
change of small

o F is from a small
momentum change of
 a.
large m

m a

o Turbine extracts
power to drive
compressor +
accessories.
o F is from pure
jet (100%).

Turbine extracts
power to drive
compressor +
accessories +
propeller shaft.
F is from jet (20%)
+ propeller (80%).

% may vary

airspeed
altitude
other engine
parameters

Turboprop
Additional turbine
Free-turbine/ Power turbine
configuration
Flexibility to meet a range of demand.

Reduction gear : 9:1

15:1

Stress
limitations

To rotate the large diameter Propeller at

Low RPM
Additional weight: Propeller
Pitch-change mechanism
Power turbine
Reduction gear
1.5 times heavier
than a turbojet of
similar GG size

General Electric
CT7

Allison Engine
AE2100

Allison Engine, T56

In production for 44
years, the T56 is most
often seen on large
military turboprop
aircraft

The 331 has been in service for nearly

30 years, on a large variety of aircraft,
from agricultural planes to executive
planes to puddle jumping commuters

Allied Signal, TPE331

Benefits : Short take off

Low speed operation
Low TSFC
Low noise level
Turboprop
and
Turbofan

Similar in principle
Geared propeller is replaced
by a ducted fan driven at
engine speed.

Turboprop Applications:
Small aircraft
Capacity: 10-60 seats
Speed: 400-600 km/hr
Duration: 60-90 minutes
Range: 400-500 km

Till
1990s

Propeller efficiency:
Good upto M = 0.5
At high speeds, operation becomes
noisy, and propeller efficiency falls
because of formation of shockwave
and flow separation on the outer part.

Thrust

jet thrust
propeller thrust

Combination
Of Shaft Power
and Jet thrust

Turbojet
Turbofan

Rated on
the basis
of Thrust

No direct
comparison

Turboprop: SP+Thrust
Possibilities :
Convert
HOW ??

SP to thrust for TP
Thrust to SP for TJ/TF

Under static conditions

1kW of power input produces a thrust
of 8.5 N (Experimental evidence)
TP = Thrust Power =

(SP ) propeller + FC a
TP

FC a

Equivalent Power EP =
= SP +
propeller
propeller
Effective Power
When

C a = 0 (Static condition)
EP = SP

 propeller
100

falls beyond M = 0.5

TP

TF

TJ

80

p 60
40
20
0

200

400

600

800 1000

Airspeed mph

Turboprop
Unsuitable for longer
haul aircraft.

Early 80s
Serious drive towards a new design
M = 0.8

propeller = 0.8
Competitor to turbofan engines
in terms of saving fuels

New Design:
Used highly swept supersonic
bladed propeller to reduce the
danger of shockwave and flow
induced separation.
Propfans (8-12 blades)

Objectionable??
because of transmission of
propeller noise to the passenger cabin.

Advanced Version : Fanjets

Use of PUSHER configuration
i.e., propellers were mounted
behind the passenger cabin.

Alternative configuration:
Long range
General Electric
Cruise missiles
Two Counter-rotating
Fans coupled to Two
Unducted
Counter-rotating Turbines Fan Engines
Noise & cabin
vibrations
Refused by airlines

No stators
No gearbox

Fanjets are similar in concept to a turboprop. Instead of

powering a conventional propeller, they have a high-chord, lowspan fan that is designed to operate at jet velocities. They
promise much higher fuel efficiency than a turbofan, but high
development cost, unit cost, noise problems, and relatively
inexpensive fuel have kept the fanjet from entering production.
If it did, it would fill a middle range in performance between
low-speed, high-efficiency turboprops and high-speed, lowerefficiency turbofans.

Characteristics of Turbojet

Thrust is purely from the reaction of the jet

For the same thrust, engine is smaller in size

and weight i.e., low specific weight

TSFC is high

Comparatively simple in design - Low drag

Smaller engine size permits better ground

clearance

Produces excessive noise

Characteristics of Turboprop
Thrust is from two sources, viz. a) Propeller
Thrust (80%), b) Jet Thrust (20%)
For the same thrust, engine is larger in size
and weight i.e., more Specific weight.

TSFC is low

More complicated and heavier TJ. Additional

Turbine Stages, Presence of Gearbox
Less ground clearance due to larger diameter
of propeller
Low noise level. Propeller efficiency is good
upto M = 0.5

Characteristics of Turbofan

Thrust is from two sources viz., a) Fan Thrust

(75%), b) Core engine Thrust (25%)

Specific weight falls between TJ and TP

TSFC falls between TJ and TP

High drag at high speeds (upto M = 1)

Ground clearance is less than TP, but not as good

as TJ

Noise level reduction by 10-20% than TJ

References
Hill, P.G., and Peterson, C.R., (1992), Mechanics and
Thermodynamics of Propulsion, Addison Wesley.
2. Saravanamuttoo, H.I.H, Rogers, G.F.C, and. Cohen, H,
(2001), Gas Turbine Theory, Pearson Education.
3. Oates, G.C., (1988), Aerothermodynamics of Gas Turbine and
Rocket Propulsion, AIAA, New York.
4. Mattingly, J.D., (1996), Elements of Gas Turbine Propulsion,
McGraw Hill.
5. Cumpsty, N.A., (2000), Jet Propulsion, Cambridge University
Press.
6. Bathie, W.W., (1996), Fundamentals of Gas Turbines, John
Wiley.
7. Treager, I.E., (1997), Aircraft Gas Turbine Engine Technology,
Tata McGraw Hill.
8. Anderson, J. D. Jr., (2000), Introduction to Flight, 4th Edition,
McGraw Hill.
9. Sutton, G.P. and Biblarz, O., (2001), Rocket Propulsion
Elements, John Wiley & Sons.
10. Zucrow, M.J., (1958), Aircraft and Missile Propulsion, Vol. II,
John Wiley.
1.

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http://www.hq.nasa.gov/office/pao/History
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