‘AERO 4308: Aerospace Vehicle Performance Dept. of Mechanical and Aerospace Engineering, Carlton University, Ottawa, ON 7. PROPULSIVE FORCES Recall, that for the purposes of Aircraft Performance Analysis, we will assume the aircraft to be a point mass, on which 4 forces act: Weight... given Lift Chapters 4,5 Drag fees Chapter 6 Thrust this Chapter The goal of the present chapter is to develop such representation of the thrust force (or “propulsive force”), which can then be used for performance analysis purposes. In general, we look for a representation of thrust as a function of the flight conditions, i.e. T= f(veas, H) i.e. something like: +‘AERO 4306; Aerospace Vehicle Performance Dept of Mechanical and Aerospace Engineering, Carleton University, Cttawe, ON 7.1. Thrust-producing vs. power-producing powerplants There are two basic types of powerplant used for aircraft propulsion: THRUST — producing POWER — producing Produces propulsive force DIRECTLY Produces propulsive force INDIRECTLY by increasing the momentum of airflow by producing shaft-power, which is through the engine. converted to thrust force via a propeller. TURBOJET TURBOPROP (gas turbine engine) TURBOFAN PROPELLER-DRIVEN (piston-engine) Manufacturer provides THRUST data. Manufacturer provides POWER data. Designer selects propeller characteristics. 7.2, Engine concepts Generic concept of a gas turbine engine: ence ws ame fara ve comes come te OEE tesa BIE DMUGT eae Co NOW Pow sePRaNTion) pecernte ate — Ruse aeliey wo weenie MEA Aone Conpaeises fm HHT AIR ftom conmuemea HT AIR To GAPAND ALD LEAO Te igureu jesostien — ERT Foxe CY TURIN BPRS CONCERT OF GAS TURAINE cueaye be ROTATE Shar MD Conmmenee‘AERO 4306: Aerospace Vehicle Performance Dept. of Mechanical and Aerospace Engineering, Canton University, Ottawa, ON The 4 types of engine concepts are illustrated on the sketch below: Eel : f =P HoT AIR qwRsovet } oe i THRUT~ predecss Tut ran (\ mse Riko Prop eee Geena pot) rorcuce (| PowEe- prodwcis, ~ | futon ENeIKe \ fons Prep- pRiver Gast wrgine«[AERO 4306; Aerospaoe Vehicle Performance Dept. of Mechanical and Aerospace Engineering, Carleton University, Cttawa, ON Gas turbine terminology: - Axial vs. Radial turbine or compressor \ AXIAL RADIAL - Bypass Ratio (BPR): - ratio of masses of air passing through the FAN and the ENGINE itself Wan P| = > 3. bre Wane cs) - Afterbumer: - injecting fuel into the hot exhaust gases, which contain still enough oxygen to initiate burn and extra thrust ~ available for limited period of time only - inoreases fuel consumption greatly ~ Spools: - number of co-axial shafts in a gas turbine 7.3. Engine ratings The engine rating specifies the thrust that an engine can (or is allowed to) develop in a particular operating mode. Typical ratings for commercial certification (from the highest to lowest):AERO 4306; Aerospace Vehicle Performance Dept of Mechanical and Aerospace Engineering, Carlton University, Ottawa, ON - Takeoff WET rating: = max. thrust for engines with water injection - limited to § minutes, - takeoff only - altitude and temperature limitations apply - Takeoff DRY rating: ~ max. thrust without water injection - limited to 5 minutes, - takeoff OR landing (reverse thrust) ~ Max. continuous rating: - max, thrust available continuously - intended for emergency use at the discretion of the pilot - Max. climb rating: - max, thrust approved for climb - typically equal to maximum continuous ~ Max. cruise rating: - maximum thrust designated for cruise, i.e. with no time limit 7.4. Thrust-producing powerplant A turbojet engine produces thrust by increasing the momentum (rf.v) of its internal flow ovr stream. Au vfs eur, Noo aga = Wy The net propulsive thrust (from “Fluids I") will be: Te fae so (Bore for =| = Rive Pe) Now, let us assume that: hoheNTuh THevaT PeeWee THR - the contribution of “pressure thrust” can be neglected ~ fn = Mour= th, i.e. ~ neglect mixing of hot and cold gas flows - the amount of fuel added is equal to the amount of bleed air taken away for de-icing and pressurization‘AERO 4906: Aerospace Vehicle Performance Dept. of Mechanical and Aerospace Engineering, Carleton University, Ottawa, ON With the above assumptions, one gets: THeust FRoK, THRUST “PRODCING Power PLANT Veo) If we further assume that the mass flow rate through the engine (rfr=pvA) is independent of the flight speed, then the above equation says that the net thrust decreases with increasing fight velocity, ie. Made numba (Har) However, in real life the mass flow rate through the engine (ri=pvA) is not constant. This is because the max. airflow Mach number, which can be accepted at the compressor inlet is limited to about M; = 0.5. This means that no matter how high the flight Mach number is, the flow speed at the compressor inlet will not exceed Mach 0.5. Thus, at flight speeds above Mach 0.5, the airflow will slow don isentropically at the compressor inlet and the inlet density will be: i re | ro Which variation with the flight speed can be graphically represented as: i Pao 7 increased inlet density means increased mass flow rate through the engine leading to: m=pvA_.... increasing with M T (thrust) .... increasing with MAERO 4308: Aerospace Vehicle Performance Dept. of Mechanical and Aerospace Engineering, Carleton University, Ottawa, ON The overall thrust characteristic will therefore be the product of the two above graphs: Thrust also varies with altitude (H). The higher the altitude, the less the air density, i.e. the less thrust. An empirical relation expressing this relationship is: 2 i.e. the propulsion characteristics provided by the engine manufacturers typically look like: 7 in troposphere 0 in stratosphere‘AERO 4206: Aerospace Vehicle Performance Dept. of Mechanical and Aerospace Engineering, Carleton University, Ottawa, ON. In the lack of precise engine data in the public domain, one can assume that the variation of thrust (T) is fairly constant with velocity, i. + to be used in AERO 4306 ae Note that the specific fuel consumption (SFC, representing the mass of fuel burnt to generate unit thrust in unit time, kg/N/hr) also varies with flight speed and altitude. It increases with speed but decreases with altitude. 7.8. Power-producing powerplants The power-producing powerplant delivers its power through a rotating shaft to the propeller, which in turn converts this shaft power to propulsive thrust. During this process, losses occur, which are expressed via propeller efficiency, 7, as: nP=T. Vias (ea. 75.1) Propeller efficiency (7) typically varies with airspeed as: Variable pitch propellers “walk” 400}.--- —__--- __-- + over these points, which allows one to achieve nearly constant Oss efficiency over a wide range of flight speeds Neo ( J= Sr once RAT) ~~ Rotationa PRorEUER, Sreer Ceadig) DiAaheTER Cn) 1 BLADE PITCH ANGLEAERO 4306; Aerospace Vehicle Performance Dept. of Mectianical and Aerospace Engineering, Carleton University, Ottawa, ON ‘The powerplant for a power-producing unit can be either: - Gas turbine OR but both deliver shaft power fairly independent of vras, Le. - Piston engine % TW A€R9 4306 Using (eq, 7.5.1), one can express the thrust as: | ee | Vas _| and assuming constant propeller efficiency (variable pitch propeller), this would yield the following graph, serving as input to performance analysis: