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6.1 Turbojet
The turbojet engine contains four main sections. These sections are the compressor,
combustion, turbine and exhaust/nozzle sections. The compressor takes in large volumes of air
from the inlet and compresses it. The high pressure air enters the combustion chamber where it is
mixed with jet fuel and ignited. The hot gases travel through the turbine adding kinetic energy to
it and then exiting it rear of the engine. All of the engine's thrust comes from the air exiting the
turbine after it has been burned in the combustion chamber creating a jet of air that propels the
6.2 Turbofan
The turbofan is used on most large passenger airplanes. is has all of the same
components as a turbojet but with a large air bypass that syphons most of the air away from the
combustion chamber. The turbofan requires a larger inlet and to gather more air coming into the
engine. The larger fan makes the combustion chamber able to produce more thrust and the air
bypassing the combustion chamber make it more efficient. This small increase in speed of the air
exiting the exhaust couples with the speed of the compressed bypass air makes the engine able to
6.3 Ramjet
The ramjet is a special type of engine because it has no moving parts in its operation. The
speed of the aircraft forces air into the intake. This is also known as Ramming the airflow. The
air is compressed with a convergent duct until it is mixed with fuel and ignited. Since there is no
compression of the engine running as slower speed the engine is optimal only over Mach 1.
These engines are commonly used on guided missile systems and spacecraft because of their
6.4 Pulsejet
A pulse jet operates on the principles of suctions to draw air into the combustion
chamber. This engine has no moving parts similar to the ramjet but it can operate at a stationary
speed. The process that allows this engine to function is known as the Lenoir Cycle because of
its lack of compression for the air entering the pulsejet. Air is drawn in through the intake by the
suction from the previous detonation and is mixed with fuel in the combustion chamber. A spark
plug is used to ignite the gas rather than a flame tube of most jet engines. When the mixture is
ignited then rapid expansion pushes the gas out of the nozzle of the pulsejet creating a vacuum
pulling more air into the engine. The drawbacks of this engine is the high noise level makes it
impractical to use for most applications but the engine is very versatile on the different fuels that
can be used. This engine can burn sawdust, coal, jet fuel, and kerosene.
Figure 12. A side view of a Pulsejet engine.[15]
6.5 Turboshaft
Turboshaft engines are the engines primarily used on helicopters that do not need any
thrust coming from the engine. Rather, they need the thrust converted into rotational motion to
drive the propeller blades. The driveshaft from the propeller blades is fused with the turbine
blades for the turbine in order to create rotational thrust. The output shaft however, is not
mechanically linked to the turbine similar to the drive shaft of a bicycle where the rotational
motion can continue even if no power is added to the engine. This can be accomplished by a
torque converter which used non compressible fluid to drive the propeller blades. This engine
can also be used in aircraft as auxiliary power units that use spinning magnets to generate
6.6 Turboprop
The turboprop engine operates similar to the turboshaft in the the turbines of the engine
are linked to to propeller that are used to generate thrust by the use of airfoils pushing airflow
behind the aircraft. The engine is places in reverse in a turboprop where the exhaust comes out of
the front of the gine on the side of the cowling and the intake is at the rear of the engine after it
has been sped up by the propeller. This allows the engine to operate more efficiently and the
turbines are located closer the the front of the aircraft for transfer of power. The turboprop must
use a reduction gearing system because to optimal operating speed of the propeller is less than
the normal speed of the engine. The turboprop is mostly used in small aircraft where an turbofan
would cause more weight than thrust for an aircraft. The purbopro can also operate at lower
The turbine engine is most efficient when the turbine entry temperature (TET) of the
airflow is increased. This rise in temperature for efficient can stress the metallurgical limits of
the blades and increased wear over time. The temperate mixed with the centrifugal forces of the
spinning blades can cause Creep in the blades which is a term describing the warming of metal
as it is under prolonged stress. To combat this, about twenty percent of air entering the engine is
beled off from the compressor to cool the engine cowling and internal mechanism. Some engines
have specially design blades and cowlings that have tiny channels and holes that allow cold air to
Other systems that are used to cool the gine are cowl flaps that can be owed to allow air
to circulate around the engine. Liquid cooling is a modern form of cooling that uses radiators to
syphon heat off the the engine and cool the air with the ambient air temoeprate at crussingalttide
where air can be chilled to negative 70 degrees fahrenheit. While the liquid lines and radiators
will add ecra weigh to the trubine, The amount of stress on engine components is decreased a
more reliable engine is engineered. The bleed air from the intake is also used to cool the shaft
and the turbine of the engine. The bleed air from the intake of the compresor system is also bled
off in order to supply oxygenated air to the cabin through a series of pipes and valves that can be
The same process is used with exhaust air flowing through a radiator system to cycle
warm water throughout the cabin and the airframe of the cabin to decrease thermal wear and
The fuel system is used to control the turbine speed, compressed air and lubrication
system inside of the turbine. The fuel system sprays a continuous amount of fuel into the engine
based on the level of thrust desired by the pilot or autopilot. The sequence of thrust in a modern
aircraft is the pilot engines the thrust level which sends a message to the onboard computer
system to increase the level of flow to the turbine. This increases the amount of fuel being
burned which in turn, Increases the speed and temperature of the gases flowing through the
turbine. Increases the speed of the compressor fan which produces more thrust.
The fuel control unit (FCU) automatically controls the two variables associated with fuel
which are pressure and amount of fuel. These variables are constantly adjusted to match the
aircraft's speed and altitude since the pressure decreases as the airplane climbs. There are many
different probes inside of the engine that give inputs to the FCU so that is can efficiently perform
its job. One of the most important probes is the engine speed governor that measures the rotation
movement of the airplane and makes sure that the engine isnt overspeeding.
Propellent pumps are the outputs of the FCU and can raise the pressure of the fuel as well
as the amount of fuel being delivered to the engine. Most propellent pumps are centrifugal
pumps that rise the pressure of the fuel past the airflow pressure of the compressor so that the
fuel can be injected into the combustor. The propellent pumps pull jet fuel from the storage tanks
located in the wings and draw it through a series of valves designed to act as containment and
shutoff valves in an energy such as a fire or loss of engine thrust. Once they pass through he
FCU they are sent to the gine to be injected into the combustor and ignited generating thrust.
Figure 17 A schematic view of the engine storage and pumping system on a Boeing 777
Each jet engine has a starting system that allows the compressor to spin fast enough in
order generate enough thrust for the engine to be self sustainable. The three types of engine
starting systems are electric, and APU. Within an electric start, the electric motor is attached to
the main axel of the engine and has a clutch that disengages when the engine has reached self
sustaining speed. The electric start also includes the ignition system that is used to ignite the fuel
The Auxiliary power unit (APU) is used on many commercial aircraft such as the Boeing
737 and the Airbus A320. The APU is a small turbine engine located in the tail of the aircraft
that is used to spin a magnet to generate electricity for the airplane components. When the engine
is starting up, Bleed air from the APU is channeled to the main engines to spin them up the
required combustion pressure and then the electricity provided by the APU is used to spark the
engine into ignition. After the engine is ignited the APU is turned off because all of the
Figure 18. A rear view of the placement and size of the Auxiliary Power Unit. [19]
7.4 Lubrication System
The lubrication system is used to reduce friction on the bearings and reduce the
temperature of the turbine and compressor and cowling so that the parts do not suffer from
thermal wear. This system is isolated from the rest of the airplane systems because the oil must
stay free of impurities that could damage the small spaces that the oil must flow through. The oil
in a airplane must be changed often because of the fluctuations in temperature of the oil cause
the oil to break down and reduces its lubricating potential. The oil system is comprised of the oil
tank, the de-agitator, main oil pump, main oil filter, pressure regulating valve and the oil cooler.
From the oil tank the oil is passed through a de-agitator where all of the air bubbles that
might be in the oil are removed in order to ensure no gaps in old delivery. The it goes to the main
oil pump where the necessary pressure it added to force the oil through each oil line. Directly
after the main oil pump is the oil filter where all of the impurities such as metal shavings or dust
is removed from the oil. The Filter is placed here because directly if the oil is pumped is where
the oil is under the most pressure. Then it goes through a series of safety values and finally to the
place in the engine where the lubrication is needed. Finally the oil is taken to a radiator were the
heat is removed from the oil before it is returned to the oil tank where the cycle repeats.
Figure 19. A schematic view of an turbine lubrication system. [20]
To control and airplane in flight, there are three control surfaces that work in unison the
give the pilot the most control of the aircraft. First, the elevators which are located on the air of
the plane oriented horizontally are used to control the pitch of the plane. The pitch of the plane is
the degree of difference from the horizon that allows the plane to increase or decrease in
elevation. Second, The rudder which is located on the tail of the plane oriented vertically
controls the yaw of the plane. The yaw is the twist of the plane either right or left similar to a
ship turning port and starboard. The last control surface is the ailerons which are located on the
rear edge of each wing and can roll the plane side to side by alternated their pattern either up or
down. The Automatic Flight Control System (AFCS) can be operated in either a one axis, two
axis, or three axis configuration depending on how many of the flight surfaces the pilot wants to
be automatically controlled. For example, If a pilot wants to steer the plane but keep the altitude
constant he can activate a one axis autopilot to keep the pitch stationary and he can control the
in information from different probes around the airplane such as the gyroscope, accelerometer,
compass, airspeed indicator, and alitimiter. The autopilot compares these data points to the data
points set by the pilot. If a parameter need to be adjusted a signal is sent to a servomechanism
An influential step in the advancement of autopilot was the use of global positioning
systems to install a global positioning system ot the aircraft. This extends the autopilots
capabilities from just keeping the plane straight to allows it to execute a designated flight plan.
Figure 20. An illistron of the sensors associated with the Automatic Flight control system
[21]
8. How a Jet Engine Works
The brayton cycle is a thermodynamic created by George Bailey Brayton to explain the
works of a constant heating jet engine. This cycle explains how the heat exchanger of the exhaust
gases are is used to power the engine. The working fluid flows into the compressor, then mixed
with fuel and ignition and then flows through a turbine to generate thrust. The turbine is able to
generate large amounts of kinetic energy because of the expanding gases that result from the
combustion reaction. The stages of a turbines operation can be simplified into this chart.
Combustion
This chart highlights the four processes that make up the Brayton Cycle. Isentropic
compression is when the entropy of a ideal gas is constant but the pressure of that gas rises.
Constant pressure combustion is when the mixture is combusted but there is no where for the gas
to expand so it remains at the same pressure. Isentropic expansion is when the gas is able to
expand and force the turbine to turn. Constant pressure heat rejection occurs when the heat from
9.1 Thrust
The thrust of an Turbojet is generated by a propulsion system. To calculate the thrust this
equation.
F = [meVe] - [moVo]
Where m equals the mass flow rate, V equals the velocity and the subscript o equals
The Thrust of a turbojet engine is generated partly by the propulsion system and party
from a fan take pushes air through the system. To acaulkte the thryst, this evaluation is used.
Where m equals the mass flow rate, V equals the velocity and the subscript o equals
exhaust and the subscript o equals the intake. BPR is the bypass rate which is calculated by
dividing the amount of air bypassed ( Mf ) by the amount of air injected into the engine ( Mc ).
9.2 Pressure
The pressure ratio of the engine is generated by the compressor. To calculate the thrust,
Pressure Ratio = Pe / Po
Where Pe is the pressure of the airflow entering the compressor and Po is the pressure of
The efficiency of a turbine is used to calculate how much fuel is needed for an aircraft.
9.4 Nozzle
The amount of thrust pressure of exhaust gases is determined from the nozzle. To
P = Veq / GO
Where VEG equals the nozzle exit velocity and GO is the gravity acceleration of the
exhaust gases.
10. References
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