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Necmettin Erbakan University
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Abstract
In this paper Turbofan engine performance graphs including thrust, thrust specific fuel consumption, fan
pressure ratio, high compressor pressure ratio, bypass ratio that is controlled by the engine control
system were drawn based on inlet Mach number and various flight heights.
Simplifying Assumptions
2. The polytropic efficiency of the turbine is assumed to be constant for all operating conditions.
3. The high pressure and low pressure turbines have equal polytropic efficiencies.
4. The expansion in the exhaust nozzle(s) is assumed to be ideal, i.e. there is no under or overexpansion,
hence the area of the fixed nozzle remains constant throughout.
5. The flow is choked at HP turbine entrance nozzle, low pressure türbine entrance nozzle and primary
exit nozzle. Also the bypass duct nozzle fort he turbofan is choked.
6. The total pressure ratios of the main burner, primary exit nozzle and bypass stream exit nozzle don’t
change from their referance values.
7. The term unity plus the fuel/air ratio (1+f) will be considered as a constant.
A turbofan engine is more complicated than a turbojet because it has two nozzles one for the cold flow
and the other for the hot flow; depending on the throttle settings and the flight conditions, the nozzles
may be unchoked or choked. The method of estimating the offdesign performance has thus to be based
on the assumption that the nozzles may be either choked or unchoked. When studying off-design
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performance, the design variables are already selected and the independent variables are basically the
flight conditions and the throttle settings. (We have the same throttle setting in this project.)
Figure 1 and 2 shows a turbofan engine. Turbine and compressor are divided into two parts of low
pressure and high pressure. High-pressure turbine drives the high-pressure compressor through High
Pressure Spool also Low-pressure turbine drives fan and low pressure compressor through Low
Pressure.Spool.
The turbofan engines used on commercial subsonic aircraft typically have two spools and seperate
exhaust nozzles of the convergent type, as shown Figure 1. For ease of analysis, we will consider a
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turbofan engine whose fan exit state (13) is the same as the low-pressure compressor exit state as the low-
pressure compressor exit state (2.5). whenever the specified πcL is smaller than πf , the following
condition is applied instead: πcL = πf .
For the project first problem (The fan exit state is the same as the LPC exit state) we have sytem of nine
equations is solved by functional iteration, starting with referance quantities as initial values for
. The following equations are calculated for the nine dependent variables in the order
listed until successive values of do not change more than a specified amount (0.0001).
Some turbofan engines are constructed with compressor stages on the low-pressure spool as shown in
Figure 2. This addition of compressor stages to the spool that powers the fan gives a better balance
between the high- and low-pressure turbines. This change in engine layout also adds two dependent
variables to the nine we had for the performance analysis of the turbofan engine in the previous section.
These two new variables are the low-pressure compressor's total temperature ratio and total pressure
ratio
For the project first problem (The fan exit state is not the same as the LPC exit state), we have system of
eleven equations is solved by functional iteration, starting with referance quantities as initial values for
The following equations are calculated for the 11 dependent variables in the order
listed until successive values of the do not change more than a specified amount (0.0001).
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Compressor: Pressure increases as air travels through it. Entire unit is contained within a
convergent duct so that the increase in velocity overrides the tendency of the air to flow back to the
intake.
Diffuser: A divergent duct is created between the compressor and combustion sections. This is the
area of highest pressure in the engine.
Combustion Area: Constant pressure and highest temperatures here. Pressure in combustion
chamber is lower than pressure of air exiting the diffuser, otherwise flow through engine would
reverse. Exit from combustion chamber forms a convergent duct thus velocity of gas increases as it
exits.
Turbine: Turbine stages extract energy from the gas stream. There is an overall decrease in
temperature, pressure and velocity.
Effect of Thrust
Thrust depends, in part, on the mass of air being accelerated. Thus anything which affects the mass of the
air will also affect the thrust produced.
Altitude
humidity so less thrust will be produced in hot and humid conditions. High ambient temperatures reduce
thrust and engine power.
Mach
At high speeds (greater than M 0.3) air becomes compressible producing an area of relatively high
pressure in the intake. Pressure rises - Temperature rises - Temperatures at turbine will be the limiting
factor for maximum thrust.
Bleed air from engine to power other systems reduces the mass flow through engine and thus
thrust. Reduces the air density - Reduces mass flow through engine - Reduces thrust.
Bypass Ratio
An important point noticed was that bypass ratio increases as the thrust is cut back. The reason why
bypass ratio increases can be found by simple logical reasoning as shown. Since bypass ratio is given as
mc/mh it can be written in terms of exit nozzle mass flow parameters. The optimum bypass ratio decreases
with pifan and increases with Mach0.
Compressor pressure ratio increases, the baseline engine exhibits a decrease in specific thrust and specific
fuel consumption with an almost constat level of thermal efficiency. The increase of bypass ratio causes
the lowering of the fan pressure ratio.The compressor pressure ratio influences the fan pressure ratio too.
The increase of compressor pressure ratio causes the growth of fan pressure value firstly and then the
lowering of it.
The lower energy at the low pressure ratio exhaust stream also leads to a decrease in the average exit
velocity of the engine core stream. Beyond that point, the decrease in engine core exit velocity is more
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than the increase in the fan exit velocity, thus lowering the total thrust level. This also explains the
decreasing the thermal efficiency.
Effect of Efficiencies
Thermal efficinecy changes with flight mach number at various heights. It is seen that thermal efficiency
decreases when Mach number increases. Also, in range of flight Mach values 0 to 0.2 thermal efficiency
remains constant in all flight heights. İncreasing change of thrust efficiency by flight Mach number. As it
is seen, in flight mach values 0 to 0.3 thrust efficiency doesn’t change in various heights. This difference
reaches its maximum amount in Mach number one. zero kilometers height, the overall efficiency
increases as Mach number increases. The overall efficiency starts to decrease after reaching maximum.
The fan exit state is the same as the LPC exit state Turbofan off design equations
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Eq A
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If ~L is not within 0.0001 of its previous value, return to Eq. A and perform another iteration.
Remainder of calculations:
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The fan exit state is the same as the LPC exit state Turbofan off design Code and
Graphs
% The fan exit state is the same as the LPC exit state
% All equation taken by AIAA Element of Propulsion Gas Turbine and Rocket
% book page 504-507
clc;
clear all;
yc=1.4; yt=1.33;
hpr=42800000; % j/kg
% Reference Conditions
T=Tilk*0.7519; P=(T/Tilk)^(-g/(Rc*a));
% Performance Conditions
j=1;
T0=Toran(n)*288.15;
a0=sqrt(yc*Rc*gc*T0); V0=M(l).*a0;
Tr=1+(yc-1)/2.*M(l)^2; pir=Tr^(yc/(yc-1));
Tlanda=cpt*Tt4/(cpc*T0);
TfR=1+(pifR^((yc-1)/yc)-1)/efff;
if M(l) < 1
pid=pidmax;
else
effr=1-0.075*(M(l)-1)^1.35;
pid=pidmax*effr;
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end
if M0R < 1
pidR=pidmax;
else
effrR=1-0.075*(M0R-1)^1.35;
pidR=pidmax*effrR;
end
TclR=Tf;
k=1;
while true
Pt19=P0*pir*pid*pif*pifn;
Pt19R=P*pirR*pidR*pifR*pifn;
else
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end
else
end
Pt9=P0*pir*pid*pif.*pich(i,j).*pib*pith*pitl*pin;
if (Pt9/P0)< ((yt+1)/2)^(yt/(yt-1))
else
end
Pt9R=P*pirR*pidR*pifR*pichR*pib*pith*pitlR*pin;
else
end
alpha(i,j)=alphaR*pichR./pich(i,j)*sqrt((Tlanda/(Tr*Tf))/(TlandaR/(TrR*TfR)))...
*M19(i,j)./M19R*(1+(yc-1)/2.*M19(i,j).^2)^(-(yc+1)/(2*(yc-1)))/(1+(yc-
1)/2*M19R^2)^(-(yc+1)/(2*(yc-1))); % Bypass Ratio
alp(z,k)=alpha(i,j);
Tf=1+(1-Ttl)/(1-TtlR)*(Tlanda/Tr)/(TlandaR/TrR)*(1+alphaR)/(1+alpha(i,j))*(TfR-1);
% Fan temperature ratio
Tfan(i,j)=Tf;
Tofan(z,k)= Tfan(i,j);
c=Ttl;
pitl=pitlR*sqrt(Ttl/TtlR)*(1+(yt-1)/2*M9R^2)^(-(yt+1)/(2*(yt-1)))/(1+(yt-
1)/2*M9(i,j).^2)^(-(yt+1)/(2*(yt-1)))*M9R./M9(i,j);
pitlow(i,j)=pitl; % Low Turbine pressure ratio
pitol(z,k)= Tfan(i,j);
end
k=k+1;
end
z=z+1;
mdot(i,j)=m0R*(1+alpha(i,j))/(alphaR+1)*P0*pir*pid*pif.*pich(i,j)./(P*pirR*pidR*pi
chR*pifR)*(Tt4R/Tt4)^0.5; % Mass flow
Thrust(i,j)=mdot(i,j).*(1./(alpha(i,j)+1).*a0/gc.*((1+f(i,j)).*V9/a0-
M(l)+(1+f(i,j)).*Rt/Rc*(T9/T0)/(V9/a0))...
+alpha(i,j)./(alpha(i,j)+1).*a0/gc.*(V19/a0-M(l)+(T19/T0)/(V19/a0)));
Nfan(i,j)=sqrt((T0*Tr*(pif^((yc-1)/yc)-1))/(T*TrR.*(pifR^((yc-1)/yc)-1))); % Fan
blade speed
Nhpspool(i,j)=sqrt((T0*Tr.*Tf*(pich(i,j).^((yc-1)/yc)-1))/(T*TrR*TfR*(pichR^((yc-
1)/yc)-1))); % HP Spool blade speed
propulsiveeff= (2.*M(l)).*((1+f(i,j)).*(V9/a0)+alpha(i,j).*(V19/a0)-
(1+alpha(i,j)).*M(l))./... % Propulsive Efficiency
((1+f(i,j)).*(V9/a0)^2+alpha(i,j).*(V19/a0)^2-
(1+alpha(i,j)).*M(l).^2);
prpeff(i,j)=propulsiveeff;
thermaleff= a0^2*((1+f(i,j)).*(V9/a0)^2+alpha(i,j).*(V19/a0)^2-
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(1+alpha(i,j))*M(l).^2)./... % Thermal Efficinecy
(2*f(i,j)*hpr);
thermaleffi(i,j)=thermaleff;
j=j+1;
k=k+1;
end
i=i+1;
end
figure(1);
plot(h,alpha);
grid on;
xlabel('altitude');
ylabel('{\alpha}');
names=legend('0.2','0.4','0.6','0.8','0.9','1.2');
title(names,'Mach Numbers');
figure(2);
plot(h,mdot);
grid on;
xlabel('altitude');
ylabel('mdot');
names=legend('0.2','0.4','0.6','0.8','0.9','1.2');
title(names,'Mach Numbers');
figure(3);
plot(h,Thrust);
grid on;
xlabel('altitude');
ylabel('Thrust');
names=legend('0.2','0.4','0.6','0.8','0.9','1.2');
title(names,'Mach Numbers');
figure(4);
plot(h,S);
grid on;
xlabel('altitude');
ylabel('Specific Fuel Consumption');
names=legend({'0.2','0.4','0.6','0.8','0.9','1.2'},'location','northwest');
title(names,'Mach Numbers');
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figure(5);
plot(h,pifan);
grid on;
xlabel('altitude');
ylabel('{\pif}');
names=legend({'0.2','0.4','0.6','0.8','0.9','1.2'},'location','northwest');
title(names,'Mach Numbers');
figure(6);
plot(h,pich);
grid on;
xlabel('altitude');
ylabel('{\pic}');
names=legend({'0.2','0.4','0.6','0.8','0.9','1.2'},'location','northwest');
title(names,'Mach Numbers');
figure(7);
plot(M,alpha);
grid on;
xlabel('Mach');
ylabel('{\alpha}');
indicator=legend({'0 km','5 km','10 km','12 km','15 km'},'location','northwest');
title(indicator,'Altitudes');
figure(8);
plot(M,mdot);
grid on;
xlabel('Mach');
ylabel('mdot');
indicator=legend({'0 km','5 km','10 km','12 km','15 km'},'location','northwest');
title(indicator,'Altitudes');
figure(9);
plot(M,Thrust);
grid on;
xlabel('Mach');
ylabel('Thrust');
indicator=legend('0 km','5 km','10 km','12 km','15 km');
title(indicator,'Altitudes');
figure(10);
plot(M,S);
grid on;
xlabel('Mach');
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ylabel('Specific Fuel Consumption');
indicator=legend({'0 km','5 km','10 km','12 km','15 km'},'location','northwest');
title(indicator,'Altitudes');
figure(11);
plot(M,pifan);
grid on;
xlabel('Mach');
ylabel('{\pif}');
indicator=legend('0 km','5 km','10 km','12 km','15 km');
title(indicator,'Altitudes');
figure(12);
plot(M,pich);
grid on;
xlabel('Mach');
ylabel('{\pic}');
indicator=legend('0 km','5 km','10 km','12 km','15 km');
title(indicator,'Altitudes');
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Figure P1) Mass flow based on height at various flight mach number
Figure P3) Specific Fuel Consumption based on height at various flight mach number
Figure P4) Fan pressure ratio based on height at various flight mach number
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Figure P5) High Compressor pressure ratio based on height at various flight mach number
Figure P6) Bypass ratio based on height at various flight mach number
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Figure P7) Mass flow based on flight mach number at various height
Figure P9) Specific fuel consumption based on flight mach number at various height
Figure P10) Fan pressure ratio based on flight mach number at various height
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Figure P11) Bypass ratio based on flight mach number at various height
Figure P12) High Compressor pressure ratio on flight mach number at various height
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Figure P13) Thermal efficinecy based on flight mach number at various height
Figure P15) Overall Efficiency based on flight mach number at various height
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The fan exit state is the same as the LPC exit state
Turbofan off design parameter table
The fan exit state is the same as the LPC exit state Turbofan off design parameter table
Rows are mach number step by step (0.2 0.4 0.6 0.8 0.9 1.2). Columns are altitude step by step. (0 5000
10000 12000 15000).
Table P1) Change of mass flow according to altitude and flight mach number.
Table P2) Change of bypass ratio according to altitude and flight mach number.
Table P3) Change of fan pressure ratio according to altitude and flight mach number.
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Table P4) Change of low compressor pressure ratio according to altitude and flight mach number.
Table P5) Change of high compressor pressure ratio according to altitude and flight mach number.
Table P6) Change of fan temperature ratio according to altitude and flight mach number.
Table P7) Change of low compressor temperature ratio according to altitude and flight mach number.
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Table P8) Change of high compressor temperature ratio according to altitude and flight mach number.
Table P9) Change of low turbine temperature ratio according to altitude and flight mach number.
Table P10) Change of fuel/air ratio according to altitude and flight mach number.
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Table P11) Change of Thrust according to altitude and flight mach number.
Table P12) Change of Specific fuel consumption according to altitude and flight mach number.
Table P13) Change of Nfan according to altitude and flight mach number.
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Table P14) Change of Nhpspool according to altitude and flight mach number.
Table P16) Change of exit velocity in bypass channel according to altitude and flight mach number.
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The fan exit state is the same as the LPC exit state
Turbofan off design iteration table
M9
M19
Since change of Ttl (with its previous value) isn’t 0.0001 return begining of the while loop.
These data reiqured 6 iteration for h=0 and M=0.2. In the first case, when the other values are
found, the difference between the Ttl and the previous Ttl is below the tolerance. The desired
values were found without iteration. Other iterations were not written.
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The fan exit state is not the same as the LPC exit state Turbofan off design
equations
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Eq .A
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If ~L is not within 0.0001 of its previous value, return to Eq. A and perform another iteration.
Remainder of calculations:
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The fan exit state is not the same as the LPC exit state Turbofan off design
Code and Graphs
% The fan exit state is the same as the LPC exit state
% All equation taken by AIAA Element of Propulsion Gas Turbine and Rocket
% book page 504-507
clc;
clear all;
yc=1.4; yt=1.33;
hpr=42800000; % kj/kg
% Reference Conditions
M=[ 0.2 0.4 0.6 0.8 0.9 1.2 ]; h=[ 0 5000 10000 12000 15000 ];
T=Tilk*0.7519; P=(T/Tilk)^(-g/(Rc*a));
% Performance Conditions
j=1;
T0=Toran(n)*288.15;
a0=sqrt(yc*Rc*gc*T0); V0=M(l).*a0;
Tr=1+(yc-1)/2.*M(l)^2; pir=Tr^(yc/(yc-1));
Tlanda=cpt*Tt4/(cpc*T0);
TfR=1+(pifR^((yc-1)/yc)-1)/efff;
if M(l) < 1
pid=pidmax;
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else
effr=1-0.075*(M(l)-1)^1.35;
pid=pidmax*effr;
end
if M0R < 1
pidR=pidmax;
else
effrR=1-0.075*(M0R-1)^1.35;
pidR=pidmax*effrR;
end
pichR=picR/piclR; TchR=1+(pichR^((yc-1)/yc)-1)/effch;
while true
Tch(i,j)=1+(Tt4/T0)/(Tt4R/T)*(TrR*TclR)/(Tcl*Tr)*(TchR-1); % High
Compressor temperature ratio
toch(z,k)= Tch(i,j);
Pt19=P0*pir*pid*pif*pifn;
Pt19R=P*pirR*pidR*pifR*pifn;
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if Pt19/P0 < ((yc+1)/2)^(yc/(yc-1)) % exit Mach number in bypass channel
else
end
else
end
if (Pt9/P0)< ((yt+1)/2)^(yt/(yt-1))
else
end
Pt9R=P*pirR*pidR*pifR*pichR*pib*pith*pitlR*pin;
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else
end
alpha(i,j)=alphaR*(pichR*piclR/pifR)/(pich(i,j).*picl/pif)*sqrt((Tlanda/(Tr*Tf))/(
TlandaR/(TrR*TfR)))...
*M19(i,j)./M19R*(1+(yc-1)/2.*M19(i,j).^2)^(-(yc+1)/(2*(yc-1)))/(1+(yc-
1)/2*M19R^2)^(-(yc+1)/(2*(yc-1))); % Bypass Ratio
alp(z,k)=alpha(i,j);
Tf=1+(TfR-1)*((1-Ttl)/(1-TtlR)*(Tlanda/Tr)/(TlandaR/TrR)*(TclR-1+alphaR*(TfR-
1))/(TclR-1+alpha(i,j)*(TfR-1))); % Fan temperature ratio
Tfan(i,j)=Tf;
Tofan(z,k)= Tfan(i,j);
c=Ttl;
pitl=pitlR*sqrt(Ttl/TtlR)*(1+(yt-1)/2*M9R^2)^(-(yt+1)/(2*(yt-1)))/(1+(yt-
1)/2*M9(i,j).^2)^(-(yt+1)/(2*(yt-1)))*M9R./M9(i,j);
pitlow(i,j)=pitl; % Low Turbine pressure ratio
pitol(z,k)= Tfan(i,j);
break;
end
k=k+1;
end
z=z+1;
mdot(i,j)=m0R*(1+alpha(i,j))/(alphaR+1)*P0*pir*pid.*picl*pich(i,j)./(P*pirR*pidR*p
ichR*piclR)*(Tt4R/Tt4)^0.5; % Mass flow
Thrust(i,j)=mdot(i,j).*(1./(alpha(i,j)+1).*a0/gc.*((1+f(i,j)).*V9/a0-
M(l)+(1+f(i,j)).*Rt/Rc*(T9/T0)/(V9/a0))...
+alpha(i,j)./(alpha(i,j)+1).*a0/gc.*(V19/a0-M(l)+(T19/T0)/(V19/a0)));
Nfan(i,j)=sqrt((T0*Tr*(pif^((yc-1)/yc)-1))/(T*TrR.*(pifR^((yc-1)/yc)-1))); %
Fan blade speed
Nhpspool(i,j)=sqrt((T0*Tr.*Tcl*(pich(i,j).^((yc-1)/yc)-
1))/(T*TrR*TclR*(pichR^((yc-1)/yc)-1)));% HP Spool blade speed
propulsiveeff= (2.*M(l)).*((1+f(i,j)).*(V9/a0)+alpha(i,j).*(V19/a0)-
(1+alpha(i,j)).*M(l))./... % Propulsive Efficiency
((1+f(i,j)).*(V9/a0)^2+alpha(i,j).*(V19/a0)^2-
(1+alpha(i,j)).*M(l).^2);
prop(i,j)=propulsiveeff;
thermaleff= a0^2*((1+f(i,j)).*(V9/a0)^2+alpha(i,j).*(V19/a0)^2-
(1+alpha(i,j))*M(l).^2)./... % Thermal Efficinecy
(2*f(i,j)*hpr);
thermaleff(i,j)=thermaleff;
overaleff(i,j)= thermaleff(i,j).*prop(i,j); % Overall Efficiency
j=j+1;
end
i=i+1;
end
figure(1);
plot(h,alpha);
grid on;
xlabel('altitude');
ylabel('{\alpha}');
names=legend('0.2','0.4','0.6','0.8','0.9','1.2');
title(names,'Mach Numbers');
figure(2);
plot(h,mdot);
grid on;
xlabel('altitude');
ylabel('mdot');
names=legend('0.2','0.4','0.6','0.8','0.9','1.2');
title(names,'Mach Numbers');
figure(3);
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plot(h,Thrust);
grid on;
xlabel('altitude');
ylabel('Thrust');
names=legend('0.2','0.4','0.6','0.8','0.9','1.2');
title(names,'Mach Numbers');
figure(4);
plot(h,S);
grid on;
xlabel('altitude');
ylabel('Specific Fuel Consumption');
names=legend({'0.2','0.4','0.6','0.8','0.9','1.2'},'location','northwest');
title(names,'Mach Numbers');
figure(5);
plot(h,pifan);
grid on;
xlabel('altitude');
ylabel('{\pif}');
names=legend({'0.2','0.4','0.6','0.8','0.9','1.2'},'location','northwest');
title(names,'Mach Numbers');
figure(6);
plot(h,pich);
grid on;
xlabel('altitude');
ylabel('{\pic}');
names=legend({'0.2','0.4','0.6','0.8','0.9','1.2'},'location','northwest');
title(names,'Mach Numbers');
figure(6);
plot(h,pich);
grid on;
xlabel('altitude');
ylabel('{\pic}');
names=legend({'0.2','0.4','0.6','0.8','0.9','1.2'},'location','northwest');
title(names,'Mach Numbers');
figure(7);
plot(M,alpha);
grid on;
xlabel('Mach');
ylabel('{\alpha}');
indicator=legend({'0 km','5 km','10 km','12 km','15 km'},'location','northwest');
title(indicator,'Altitudes');
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figure(8);
plot(M,mdot);
grid on;
xlabel('Mach');
ylabel('mdot');
indicator=legend({'0 km','5 km','10 km','12 km','15 km'},'location','northwest');
title(indicator,'Altitudes');
figure(9);
plot(M,Thrust);
grid on;
xlabel('Mach');
ylabel('Thrust');
indicator=legend('0 km','5 km','10 km','12 km','15 km');
title(indicator,'Altitudes');
figure(10);
plot(M,S);
grid on;
xlabel('Mach');
ylabel('Specific Fuel Consumption');
indicator=legend({'0 km','5 km','10 km','12 km','15 km'},'location','northwest');
title(indicator,'Altitudes');
figure(11);
plot(M,pifan);
grid on;
xlabel('Mach');
ylabel('{\pif}');
indicator=legend('0 km','5 km','10 km','12 km','15 km');
title(indicator,'Altitudes');
figure(12);
plot(M,pich);
grid on;
xlabel('Mach');
ylabel('{\pic}');
indicator=legend('0 km','5 km','10 km','12 km','15 km');
title(indicator,'Altitudes');
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Figure P1) Fan pressure ratio on flight mach number at various height
Figure P3) Bypass ratio based on flight mach number at various height
Figure P4) Bypass ratio based on flight mach number at various height
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Figure P5) Specific fuel consumption on flight mach number at various height
Figure P6) Mass flow based on flight mach number at various height
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Figure P7) Fan pressure ratio based on height at various flight mach number
Figure P8) Specific Fuel Consumption based on height at various flight mach number
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Figure P9) High Compressor pressure ratio based on height at various flight mach number
Figure P10) Mass flow based on height at various flight mach number
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Figure P11) Bypass ratio based on height at various flight mach number
Figure P12) Bypass ratio based on height at various flight mach number
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Figure P13) Thermal Efficiency based on height at various flight mach number
The fan exit state is not the same as the LPC exit state
Turbofan off design parameter table
Rows are mach number step by step (0.2 0.4 0.6 0.8 0.9 1.2). Columns are altitude step by step. (0 5000
10000 12000 15000)
Table P1) Change of mass flow according to altitude and flight mach number.
Table P2) Change of bypass ratio according to altitude and flight mach number.
Table P3) Change of fan pressure ratio according to altitude and flight mach number.
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Table P4) Change of low compressor pressure ratio according to altitude and flight mach number.
Table P5) Change of fan temperature ratio according to altitude and flight mach number.
Table P6) Change of low compressor temperature ratio according to altitude and flight mach
number.
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Table P7) Change of high compressor temperature ratio according to altitude and flight mach
number.
Table P8) Change of high compressor pressure ratio according to altitude and flight mach
number.
Table P9) Change of low turbine temperature ratio according to altitude and flight mach
number
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Table P10) Change of fuel/air ratio according to altitude and flight mach number.
Table P11) Change of M19 according to altitude and flight mach number.
Table P13) Change of Thrust according to altitude and flight mach number.
Table P14) Change of Specific Fuel Consumption according to altitude and flight mach number.
Table P15) Change of Nfan according to altitude and flight mach number.
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Table P16) Change of Nhpsool according to altitude and flight mach number.
The fan exit state is not the same as the LPC exit state
Turbofan off design iteration table
M19
M9
Since change of Ttl (with its previous value) isn’t 0.0001 return begining of the while
loop.These data reiqured 6 iteration for h=0 and M=0.2. In the first case, when the other values
are found, the difference between the Ttl and the previous Ttl is below the tolerance. The
desired values were found without iteration. Other iterations were not written.