Chapter 2

Turbojet Engine Aerodynamic and

Thermodynamic Analysis
 Turbojet(TJ) engine

Exhaust nozzle
Inlet(intake)

(a)

(b)

Fig 2.1 Schematic diagram of TJE, (a) simple TJE (b) THE with after burner
 Thermodynamic Analysis
(a)(1): The air flows from far upstream
(1)(2): The air flows through the inlet diffuser and ducting
system, where the air velocity is decreased as the air is
carried to the compressor inlet.
(2)(3): The air is compressed in a dynamic compressor.
(3)(4): The air is heated by mixing and burning of fuel in the
air.
(4)(5): The air is expanded through a turbine to obtain power to
drive the compressor.
(5)(6): The air may or may not be further heated by the addition
and burning of fuel in an afterburner.
(7)(9): The air is accelerated and exhausted through the exhaust
nozzle.
 TJE Ideal Cycle analysis

Intake or inlet: During cruise, the static pressure rises from (a) to (1) outside the
intake and from (1) to (2) inside the intake. Air is decelerated relative to the engine.
Since the velocity at (2) is assumed to be zero and the deceleration is isentropic, the
total or stagnation pressure at states (a), (1), and (2) are constant and equal

The stagnation temperatures for states (a), (1), and (2) are also equal:
 Contd
Compressor: The pressure ratio of the compressor, C, is assumed
to be known; thus, the pressure and temperature at the outlet of the
compressor are evaluated from the corresponding values at the inlet
of the compressor (outlet of the intake) from the relations.
 Contd
Combustion chamber: Combustion process takes place from (3) to (4). In this process,
fuel is injected in an atomized form, which is then evaporated and mixed with air. Since no
pressure drop is assumed for the ideal case, the pressures at the inlet and outlet of the
combustion chamber are equal; or

Turbine: The power consumed in the compression from (2) to (3) must be supplied through
the turbine in expansion from (4) to (5). If the ratio of the power needed to drive the
compressor to the power available in the turbine is (), then the energy balance for the
compressor turbine shaft is

The pressure and temperature ratios at the turbine are expressed as follows:

Nozzle: The exhaust velocity is obtained from the conservation of energy in the nozzle.
The hot gases expand in the nozzle.
 TJE Actual Cycle analysis
All components are irreversible but they are adiabatic (except burners);
thus, isentropic efficiencies for the intake, compressor, turbine, and nozzle
are employed.
Friction in the air intake (or diffuser) reduces the total pressure from its free
stream value and increases its entropy.
The compression of the air in the compressor is accompanied by losses due
to friction, turbulence, separation, shocks, and so on. Consequently, the
entropy of the air also increases during its flow through the compressor.
Losses in the combustion process are encountered owing to many factors
including imperfect combustion, physical characteristics of the fuel, as well
as thermal losses due to conduction and radiation.
The expansion process in turbine is very nearly adiabatic. However,
because of friction an increase in the entropy is encountered.
 TJE Inlet Ducts
The main or basic function of the inlet
is to deliver the air to the compressor at the right Mach number
and the right quality, that is, low distortion.
to diffuse or decelerate the flow, and hence it is also called a
diffuser.
Flow deceleration is accompanied by the static pressure rise or
what is known as the adverse pressure gradient in fluid
dynamics.
Types of aircraft TJE Inlet
Inlet designed for subsonic aircraft - an axial Mach number
of M2 = 0.50.85.
Example: commercial (fixed wing) transports and military (fixed
wing) aircraft, then the inlet is required to decelerate the air
efficiently.
Inlet designed for transonic and supersonic aircraft

an axial Mach number of M2 greater than 0.85

 Contd
The prime requirement is to minimize the pressure loss up to the
compressor face while ensuring that the flow enters the compressor with a
uniform pressure and velocity, at all flight conditions.
Non-uniform, or distorted, flow may cause compressor surge which can
result in either engine flame-out or severe mechanical damage due to blade
vibration induced by unsteady aerodynamic effects.
As one of the first principles of fluid mechanics, we learned that the
boundary layers, being of a low-energy and momentum-deficit zone, facing
an adverse pressure gradient environment tend to separate. Therefore, one
of the challenges facing an inlet designer is to prevent inlet boundary layer
separation.
one of the challenges facing an inlet designer is to prevent inlet boundary
layer separation
 Installations of inlet systems
Engines may be installed in the fuselage, in pods
(wing or rear fuselage mounted), or buried in the wing
root.
Three engined aircraft will require a different
arrangement for the centre engine than for the wing or
tail mounted engines
The design of the intake involves a compromise
between aerodynamic and structural requirements.
 Intake Efficiency
The intake as an adiabatic duct. Since there is no heat or work
transfer, the stagnation temperature is constant although there will be
a loss of stagnation pressure due to friction and due to shock waves
at supersonic flight speeds.
Under static conditions or at very low forward speeds the intake acts
as a nozzle in which the air accelerates from zero velocity or low Ca
to C1 at the compressor inlet.
At normal forward speeds, however, the intake performs as a diffuser
with the air decelerating from Ca to C1 and the static pressure rising
from pa to P1.
The two most commonly used are :
the isentropic efficiency, i- defined in terms of temperature rise
Ram efficiency, defined in terms of pressure rise
Referring to the figure
 Contd
Intake pressure ratio can then be found from

The ram efficiency, r is defined by the ratio of the ram pressure rise
to the inlet dynamic head, namely
 Compressor efficiency
The thermodynamic process in a gas generator begins with the
mechanical compression of air in the compressor.
As the compressor discharge contains higher energy air, that is, the
compressed air, it requires external power to operate.
The power comes from the turbine via a shaft.
compressor adiabatic or isentropic efficiency c the ratio of the ideal
power required to the power consumed by the compressor, that is,
 Turbine efficiency
The high pressure and temperature gas that leaves the combustor is
directed into a turbine.
The flow process in a turbine (and exhaust nozzle) involves
significant (static) pressure drop and (static) temperature drop, which
is called flow expansion.
Turbine adiabatic or isentropic efficiency defined as:
 Propelling nozzles
The term 'propelling nozzle' to refer to the component in which the
working fluid IS expanded to give a high velocity jet.
The propelling nozzle can be a simple convergent nozzle or
convergent-divergent nozzle should be employed.
The primary function of an aircraft engine exhaust system is to
accelerate the gas efficiently.
Between the turbine exit and propelling nozzle there will be a jet pipe
of a length determined by the location of the engine in the aircraft.
In the transition from the turbine annulus to circular jet pipe some
increase in area is provided to reduce the velocity, and hence friction
loss, in the jet pipe.
When thrust boosting is required, an afterburner may be incorporated
in the jet pipe
 Nozzle Efficiency
An ideal exit state 9s is reached isentropically from the total state t7 to
the same exit pressure p9
Due to frictional and shock losses in a nozzle, the flow will suffer a total
pressure drop, that is P09 < P07
A nozzle adiabatic efficiency n very similar to the inlet adiabatic
efficiency, as

n =To7-T9/T07-T9s
The critical pressure ratio p04 /Pc is the pressure ratio p07 /p8 which yields M8 = 1.