MAE113 HW1 Solution

MAE 113, Summer Session 1, 2009 HW #1 1.2, 1.7, 1.14, 2.3, 2.
6
1.2 Develop the following analytical expressions for a turbojet engine: a) When m f << mo , Pe = Pa , and finlet = fnoz = 0, then the installed thrust is given by: T= From equation 1.5, F=
Imo + m f M Ve - m0 V0 gc mo gc
HVe - V0 L
+ HPe - P0 L Ae
when we apply m f << mo and Pe = Pa , we get F= From equation 1.9, T = FH1 - finlet - fnozL but, finlet = fnoz = 0, so T=F. Thus, T= b) By the same conditions, show TSFC = From equation 1.20, TSFC = and from equation 1.16, hP = from part (a), T=
mo gc 2 Ve V0 +1 V0 h P hT hPR Tgc mo + 2 V0 2 hT hPR mo gc mo Ve - m0 V0 gc
HVe - V0 L
HVe - V0 L
T gc = Ve - V0 mo T gc V = Ve - 1 mo V0 0 T gc Ve = m V +1 V0 o 0
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MAE 113 HW1 solution-2.nb
plugging this into 1.16 hP = hP J m

2
T gc +1+1 mo V0
T gc + 2N = 2 o V0 h P T gc J m + 2 V0 N = 2 V0 o hP 2 = T gc V0 +2 V V0 hP
0 mo T gc +2 V0 mo
and, finally, this goes into equation 1.20 to get TSFC =

T gc +2 V0 mo
2 hT hPR
c) For V0 = 0 and 500 ft/s, plot the preceding equation for TSFC [in (lbm/h)/lbf] vs specific thrust T/mo [in lbf/(lbm/s)] for values of specific thrust from 0 to 120. Use hT = 0.4and hPR = 18, 400 Btu/lbm. It is very easy to mess up the units of this problem. Note that the input variable, T/mo , is in lbf/(lbm/sec), but the output variable is in (lbm/hour)/lbf. You must multiply by the number of seconds in an hour to output the correct units. Also, you must use the conversion 1btu=778.16 ftlbf. You can set up an equation of the form TSFC = I3600 input variable Here's Matlab code you can use to make the plot: X=0:0.1:120; TSFC0=3600*(X*32.174+2*0)/(2*0.4*18400*778.16); TSFC500=3600*(X*32.174+2*500)/(2*0.4*18400*778.16); plot(X,TSFC0,X,TSFC500)
1.6 1.4 TSFC (lbm/hr)/lbf 1.2 1 0.8 0.6 0.4 0.2 0 0 20 40 60 80 Specific Thrust lbf/(lbm/s) 100 120
sec M hour
JX
lbf lbms
N J32.174
lbmft
2 H0.4L J18,400
lbfs2 Btu 778.16 ftlbf lbm Btu
N+2 J0 or 500 s N
ft
, where X =
T is mo
the
The blue line is the V0 = 0 line and the green line is the V0 = 500 ft s line. d) explain the trends You're on your own here. Say something about how TSFC is always higher when the inlet velocity is higher, and that TSFC increases linearly with specific thrust.
1.7 The JT9D high-bypass-ratio turbofan engine with V0 = 0, P0 = 14.696 psia, T0 = 518.7 R, and mC = 247 lbm s, mB = 1248 lbm s, VCe = 1190 ft s, VBe = 885 ft s, m f = 15 750 lbm hr. Estimate the following assuming P0 = Pe : a) Thrust From Problem 1.5, we learn that thrust for a bypass engine is equal to the sum of the thrust from the core and the bypass stream. FC = 1 AImC gc FB = F = FC + F B + m f M VCe - mC V0 E
mB gc
HVBe - V0 L
Putting all these together, we get an equation for the thrust for a bypass engine F= 1 AImC gc + m f M VCe - mC V0 + mB VBe - mB V0 E
We have values for all the variables on the right hand side, so we can calculate thrust, but again be very careful with units. F=
1 32.174
lbmft lbfs2
AI247
lbm s
+ 15 750
lbm hour ft M 1190 s hour 3600 s
- 247
lbm s
H0L + 1248
lbm s
885
ft s
- 1248
lbm s
H0LE
F = 43 626 lbf b) Thermal efficiency, hT , with hPR 18, 400

Btu lbm
Equation 1.13 tells us that for a single inlet and single exhaust hT =
W out Qin
1 2 2 W out, single exhaust = 2 g AImo + m f M Ve - mo V0 E c Qin = m f hPR here, though, we have two inlets and two exhausts, therefore W out, with bypass = W Cout + W Bout 1 1 2 2 2 2 W out = 2 g AImC + m f M VCe - mC V0 E + 2 g AHmBL VBe - mB V0 E
c c
but V0 = 0, so W out = 1 AImC 2 gc 2 2 + m f M VCe + mB VBe E
inserting this into the first equation gives us the result that hT =
2 2 AImC +m f M VCe +m B VBe E 2 gc m f hPR
and now we can put in values hT =

BJ247
lbm s
+15 750
lbmft lbfs2
lbm hr
hr
2 J32.174
N J15 750
3600 s lbm h
N J1190 s N +1248
h 3600 s
ft 2
lbm s
J885 s N F
Btu
ft 2
N J18,400
Btu 778.16 ftlbf lbm
hT = 0.3308 hT = 33.08 % c) Propulsive efficiency, hP, and uninstalled thrust specific fuel consumption, S As defined in equation 1.14, hP = And since V0 = 0, hP = 0 From equation 1.10, S= S=
15 750
lbm hr
T V0 W out
mf F
43 626 lbf lbmhr lbf
S = 0.361
= 1.0028 10-4
lbms lbf
1.14 An aircraft with wind area 800 ft2 in level flight at maximum CL CD . CD0 = 0.02, K2 = 0, K1 = 0.2, find a) The maximum CL CD and corresponding CL and CD Equation 1.48 is used here J CL N =
C
D
1 2 CD0 K1 +K2 1 H0.02L H0.2L +0
C * J CL N D
=
2 C *
J C L N = 7.906
D
Also, equation 1.47 says that CL * = CL * =

CD0 K1 0.02 0.2
CL * = 0.3162 now we can find CD *

0.3162 CD *
= 7.906
CD * = 0.04 b) The flight altitude and drag for aircraft weight of 45,000 lbf and Mach 0.8. Use eqns 1.29 and 1.30b. Equations 1.29 and 1.30b are L = n W = C L q Sw g g 2 2 q = 2 P M0 = 2 d Pref M0 Solving for d and combining the two equations, d = d = d = Now we can plug in values d =
1.4 J14.7
lbf 144 in2 in2 ft2
2q 2 g Pref M0 2JC
nW
L
Sw
2 g Pref M0 2nW 2 g Pref M0 C L Sw
2 H1L H45 000 lbfL N H0.8L2 H0.3162L I800 ft2 M
d = 0.1876
Use Appendix A to see that this corresponds to an altitude of about 39, 800 ft . Next, equation 1.31 gives us drag D = C D q Sw nW D = CD C
L
D = 0.04 H1L
H45 000 lbfL 0.3162
D = 5692.6 lbf c) Flight altitude and drag for an aircraft of weight 35,000 lbf and Mach 0.8 Analysis is nearly identical to part b, with only a change in weight. d = d=
1.4 J14.7
in2
lbf 144 in2 ft2
2nW 2 g Pref M0 C L Sw 2 H1L H35 000 lbfL N H0.8L2 H0.3162L I800 ft2 M
d = 0.1459 Again, use Appendix A to see that this corresponds to an altitude of about 45, 000 ft . Also, D = CD D = 0.04 H1L
nW CL H35 000 lbfL 0.3162
D = 4427.6 lbf d) Range for an installed engine TSFC rate of 0.8 (lbm/hr)/lbf, if the 10,000-1bf difference in aircraft weight between parts b and c is due only to fuel consumption. First start with equation 1.43 for range factor RF =
gc CL V CD TSFC g0
We need to calculate velocity in ft/s rather than Mach. Use appendix A and the note that speed of sound a=astd q. V =aM ft V = 1116 s 0.7519 0.8 V = 774
ft s
Now we can go back to RF RF

ft 32.174 774 s 0.3162 = 0.04 lbmhr hr 0.8 lbf 3600 s 32.174 nm RF = 27 533 115 ft 6080 ft lbmft lbfs2 lbmft lbfs2
RF = 4528.5 nm Next, we use equation 1.45a to find the range, s

Wf Wi
= expI- RF M
s W
f
s = RF ln J W i N s = 4528.5 nm lnI 35 000 lbf M

45 000 lbf
s = 1138 nm = 1309.6 mi
2.3 Consider the flow shown in Figure P2.2. It has radius r0 , velocity V1 , and pressure P 1 . The fluid leaves with a velocity V2 = Vmax B1 - I r M F
r 2
0
with uniform pressure P2 . Use the conservation of mass and momentum equations to show that the force necessary to hold the pipe in place can be written as F = p r2 JP1 - P2 + 0 Start with equation 2.20 Fs =
1 gc
2 r V1 N 3 gc
dMs dt
+ M out - M in M
dMs dt
by assuming conservation of mass (since there is no sink or source), Fs = The sum of the forces is Fs = -F + HP1 - P2 L A
1 gc
= 0.
IM out - M in M
Where F is the force required to keep the pipe in place and A is the area of the pipe. We can combine these two equations to get Fs = IM out - M inM = - F + HP1 - P2 L A 1 F = g IM in - M outM + HP1 - P2 L A
1 gc
c
These equations are wrong. However, the first part of this equation does not make sense. Force should not be proportional to M in - M out, because that would imply that if M in > M out, the force would be postive. However, M in > M out implies that air is moving from back to front, which should decrease the force required to keep the pipe steady. This means that we have defined our sum of forces to be in a different direction in each of the equations. Instead, the equation should read: 1 F = g IM out - M inM + HP1 - P2 L A
c
10
Momentum flux can be obtained by integrating M out = M 2 = m V2 m 2 r M 2 = 0 0 r V2 2 2 p r r r r 2 2 M 2 = 0 0 r JVmax B1 - I r M FN 2 p r r 0 r0 r 2 2 2 M 2 = 0 r Vmax J1 - I r M N 2 p r r 0 r 2 r 4 2 r0 M 2 = 2 p r Vmax 0 J1 - 2 I r M + I r M N r r 0 0 r3 r5 2 r0 M 2 = 2 p r Vmax 0 Jr - 2 r 2 + r 4 N r 0 0 r2 r4 r6 r0 M 2 = 2 p r Vmax 2 B 2 - 2 4 r 2 + 6 r 4 F 0 0 0 2 r0 4 r0 6 2 r0 M 2 = 2 p r Vmax B 2 - 2 4 r 2 + 6 r 4 F 0 0 r0 2 r0 2 r0 2 M 2 = 2 p r Vmax 2 B 2 - 2 + 6 F p r Vmax 2 r0 2 M2 = 3 Similarly, M in = M 1 = m V1 m 1 r M 1 = 0 0 r V1 2 2 p r r r2 r0 M 1 = r V1 2 2 p B 2 F 0 2 2 M 1 = r V1 p r0 And plugging into to the equation for force above 1 F = g IM out - M inM + HP1 - P2 L A
c
F = p r0 2 :P1 - P2 Conservation of mass can be used to find Vmax
r gc
Vmax 2 3
- V1 2 N>
m1 = m 2 r r 2 p r2 r V1 = r 0 0 Vmax :1 - I r M > 2 p r r 0
0
V1 = V1 =
2 Vmax
r0 r3 0 :r - r0 2 > r r2 0 2 Vmax r2 r4 r0 B 2 - 4r 2 F 2 r0 0 0 2 Vmax r2 0
V1 =
B 20 V
r2
r4 0 4 r0 2
V1 = max 2 Vmax = 2 V1
11
And we arrive at F = p r0 2 :P1 - P2 +

r gc H2 V1 L2 - V1 2 N> 3 r V1 2 4 I 3 - 1M> gc 2 r V1 4 I 3 - 1M> gc
F = p r0 2 :P1 - P2 + F = p r0 2 :P1 - P2 +
F = p r0 2 :P1 - P2 +
r V1 2 > 3 gc
12
2.6 Using Figure P2.5, with 1500 lbm/s of air at 60F and 14.7 psia entering the engine at a velocity of 450 ft/s and that 1250 lbm/s of bypass air leaves the engine at 60 to the horizontal, at a velocity of 890 ft/s and pressure of 14.7 psia. The remaining 250 lbm/s leaves the engine core at a velocity of 1200 ft/s and pressure of 14.7 psia. Determine the force on the strut, Fx. Assume an ambient pressure of 14.7 psia. By symmetry, there is no net force in the y-direction. The momentum equation in the x-direction is 1 Fx = Fx = g IM x core out + M x fan out - M x in M c lbm ft ftlbm M x in = I1500 s M I450 s M = 675 000 s2 lbm ft ftlbm M x core out = I250 s M I1200 s M = 300 000 s2 lbm ft ftlbm M x fan out = I-1250 s M I890 s M cosH60 L = -556 250 s2 Therefore, the force is Fx =
1 32.174
lbmft lbfs2
B300 000
ftlbm s2
+ J-556 250
ftlbm ftlbm N - 675 000 s2 F s2
Fx = -28, 945 lbf This means a force of 28,945 lbf slowing the plane.

MAE113 HW1 Solution

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MAE 113, Summer Session 1, 2009 HW #1 1.2, 1.7, 1.14, 2.3, 2.

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