FLYTECH AVIATION ACADEMY
Flytech Aviation Academy
Safran Training
Mo ule-15
Gas Turb ine
Engine
10.2 Engine
Performance
ross Thrust: Thrust produced by engine when engine is stationary, as
n a test cell.
F= m (V2 – V1 ) / g , where V1 (aircraft velocity) =0, m is mass
airflow lb/sec , V2 is exhaust velocity
And g is 32.2 ft/sec2 .
et Thrust: Thrust when engine is moving ( in flight)
hoked nozzle Thrust:
The exhaust nozzle is designed such a way that flow rate of exhaus
ses will not exceed speed of sound. A condition in the exhaust nozzle
essure thrust will assist reaction thrust. When the propelling nozzle is
oked, the static pressure of the gases at exit increases above atmosph
essure. This pressure differential across the nozzle provides pressure
rust which is in addition to the thrust obtained from the momentum
ange of gas stream.
hrust distribution:
The rated thrust of an engine is calculated by finding the sum o
rward forces within the engine. The compressor, combustor and exha
ne exit section exert forward forces; the turbine and tail pipe exit are
ert a rearward force.
sultant Thrust:
The rated thrust of an engine is calculated by finding the sum of
rward forces, within the engine an d subtracting
the sum of the rear ard forces within o the engine. The c
mpressor, combustor and exhaust ne exit areas exert forward force,
the turbine and tail pipe exit areas a arward force. Where the outlet of
a particular section exerts more forcan is present at the inlet of that se
tion, there is a forward pushing for d where the inlet of section
e ction) exerts more force than is
(in actuality the exit of the preceding
pr sent at the exit, there is a rearward shing force.
e resultant rated thrust of 2295.2 pounds is calculated as follows
Forward Rearward
ressor +36730. ----
ustor +56310. -6869.7
Turbine
st Cone +5425. -681.6
Tailpipe
aontatl = sum of plus forc+[Link] with sum-7551.3 Total
of negative forces ant =9846.5-75513.=+22952. lbs
lbs
rust horse power: Thrust of a turbo jet engine when expressed in
rms of horse power produced by re ciprocating engine.
THP = net thrust in pounds X velocity of A/C in feet/sec
550
H.P.= 33000 [Link]/min. Thrust Horse Power also provides
e nce to fuel
for mparison between GTE with refer
consumption.
HP: THP is not a means of measuring power of a turbo shaft engine.
rbo shaft and Turbo prop engine are rated in Shaft Horse Power.
quivalent shaft horse Power: Unit of power output of turbo prop and
urbo shaft engines. Under static conditions one shaft horse power is
qual to approximately 2.5 pounds of thrust.
pecific Fuel Consumption: The mass of fuel used by an engine per uni
nergy delivered, generally express e d in pounds/ BHP/hr.
SFC: a unit of measurement of fuel efficiency of turbo jet engines. It is
he fuel consumed in pounds to produce one pound thrust for one hour
SFC = Wf / Fn where Wf is fuel flow in pounds per hour and Fn is net
hrust in pounds.
Engine efficiencies: The ratio of power output to power input.
Propulsive: Propulsive efficiency is defined as a measure of the
effectiveness with which kinetic en ergy in a power plant is converted to
useful work for propelling aircraft forward.
Combustion: A measure of percentage of heat attained as opposed to
he heat potential of fuel introduce .
Thermal: It is the ratio of the net work produced by the engine to the
fuel energy input.
Thermal efficiency = HP output of e ngine
HP value of fuel consumed
BY Pass Ratio:
the ratio of the mass flow rate of air that bypasses the engine
core to the mass flow rate of air that passes through the core:
• OR
In a turbofan (bypass) engine, the bypass ratio is a comparison
between the mass flow rate of air drawn into the engine through the
fan disk that goes around the engine core with the mass flow rate of
the air that goes through the engine core.
By P
ass
ngine pressure ratio: The ratio of tu rbine discharge total pressure
vided by compressor total inlet pressure. The EPR indicator in the
ockpit is used as an indication of engine thrust.
ngine ratings: Engine ratings represent the thrust that an engine may
e permitted to develop during various operating conditions such as
ke off, maximum continuous climb and cruise. Commercial engines are
art throttle’ engines; that is , rated thrust is obtained at less than full
rottle position.
ke-off (Wet): This is the maximum thrust certified for take-off for
ngines that use water injection. The rating is selected by actuating the
ater injection system and setting the aircraft throttle to obtain the
mputed, ‘wet’ takeoff thrust in terms of engine pressure ratio.
keoff (Dry): This is the maximum thrust certified without water injectio
e rating is time limited and is to be used only for take-off.
aximum Continuous: This rating is the maximum thrust certified for
ntinuous use.
aximum Climb: This thrust is the maximum thrust approved for norma
mb. The rating is obtained by adjusting the throttle to obtain a
edetermined engine pressure ratio. On some engines max continuous
d max climb thrust are the same.
aximum Cruise: This is the maximum thrust approved for cruising.
e: This is not engine rating, but rather a throttle position that is suitab
minimum thrust operation on the ground.
atic Thrust: The net thrust of jet engine at sea level and without
nslational motion
Influence of speed: As forward speed increases the air mass
acceleration in the decreases so less thrust is produced. As the aircraft
speeds up , more air is forced into the engine. This is known as
Ram Effect and results in increase in air pressure withins engine which
turn produces more thrust. Increasing aircraft speed causes two
opposing trends to occur: a decrease in thrust due to the reduction in a
mass acceleration and an increase in thrust due to ram effect. The net
effect on thrust is found by subtracting the lost thrust due to the
reduction in air mass acceleration from the increase in thrust released
from ram effect. The result is referred as RAM RECOVERY.
fluence of Altitude: Increasing alti tude has conflicting influences on
rust. An increase in altitude causes a decrease in both pressure and
mperature. The temperature lapse rate is less than pressure lapse rate
net decrease in density will result.
fluence of hot climate: The energy extracted at the turbine to drive
mpressor varies directly with air temperature. Cool air compress more
sily than warm air, thus more energy is left in the engine to accelerate
e airflow to create thrust. Cool air is more dense, which increases the
ass airflow, which in turn increases thrust.
lat Rating: Most gas turbine engines are characterize as flat rated. Fla
ating is believed to enable the engine to produce a constant rated
hrust over a wide range of ambient temperatures without working the
ngine harder than necessary, in the interest of prolonging engine
ervice life. Flat rating is then an en g ine manufacturer’s way
of re ratin n engine to a lower rated thrust than it would have at
standard day emperature. The engine then be able to use that loser
rated thrust ove wider ambient temperature range If and engine is re
d
rated to lower ower level then it is capable of pro ucing, the
engine still retains its fu apacity of power as a reserve for
emergencies. Flat rating is equally pplicable to all type of gas turbine
engines, both thrust producing ngines and torque producing engines.