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    Basics of A Jet Engine

    Uploaded by

    Ravii Kantt Kumar
    This document discusses jet engine design and operation. It begins with an overview of different types of aircraft propulsion including propeller, hybrid, and jet propulsion. It then provides explanations of key jet engine components like the fan, compressor, combustor, and turbine. The document explores concepts like thrust, mass flow, speed, and the Brayton cycle. It analyzes factors that influence engine design choices such as specific fuel consumption, noise levels, maintenance costs, emissions, and regulations. Design tradeoffs are discussed for attributes like bypass ratio, cycle temperature, and high pressure turbine stages.

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    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd

    Basics of A Jet Engine

    Uploaded by

    Ravii Kantt Kumar
    218 views34 pages
    This document discusses jet engine design and operation. It begins with an overview of different types of aircraft propulsion including propeller, hybrid, and jet propulsion. It then provides explanations of key jet engine components like the fan, compressor, combustor, and turbine. The document explores concepts like thrust, mass flow, speed, and the Brayton cycle. It analyzes factors that influence engine design choices such as specific fuel consumption, noise levels, maintenance costs, emissions, and regulations. Design tradeoffs are discussed for attributes like bypass ratio, cycle temperature, and high pressure turbine stages.

    Original Description:

    gives principle o jet engines

    Original Title

    Basics-of-a-jet-engine

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    This document discusses jet engine design and operation. It begins with an overview of different types of aircraft propulsion including propeller, hybrid, and jet propulsion. It then provides explanations of key jet engine components like the fan, compressor, combustor, and turbine. The document explores concepts like thrust, mass flow, speed, and the Brayton cycle. It analyzes factors that influence engine design choices such as specific fuel consumption, noise levels, maintenance costs, emissions, and regulations. Design tradeoffs are discussed for attributes like bypass ratio, cycle temperature, and high pressure turbine stages.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    218 views34 pages

    Basics of A Jet Engine

    Uploaded by

    Ravii Kantt Kumar
    This document discusses jet engine design and operation. It begins with an overview of different types of aircraft propulsion including propeller, hybrid, and jet propulsion. It then provides explanations of key jet engine components like the fan, compressor, combustor, and turbine. The document explores concepts like thrust, mass flow, speed, and the Brayton cycle. It analyzes factors that influence engine design choices such as specific fuel consumption, noise levels, maintenance costs, emissions, and regulations. Design tradeoffs are discussed for attributes like bypass ratio, cycle temperature, and high pressure turbine stages.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    of 34

    Keep it simple,

    dummy

    New York City, April 3, 2007

    Basic Jet Propulsion


    Massflow
    m
    Speed V

    THRUST =
    mV

    CFMI Proprietary

    Different Types of Aircraft Propulsion

    PROPELLER PROPULSION

    HYBRID PROPULSION

    JET PROPULSION
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    First Look at a Jet Engine

    A big pipe

    The fan
    CFMI Proprietary

    The Fan

    The fan sucks air


    from the outside

    Air

    The fan
    CFMI Proprietary

    The Jet Engine Principle


    Fuel

    Air

    Compressor

    Combustor

    Turbine

    The turbine drives the compressor


    The fuel brings the energy to the system
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    Why Does it Work?

    Compressor

    Combustor

    Turbine

    Energy

    OUTSIDE AIR
    0

    V
    Fuel

    Constant pressure line


    max pressure in engine

    E3

    THE CYCLE
    E1

    1
    0

    Constant pressure line


    ambient pressure

    Energy E1 << Energy E3

    Entropy

    Part of E3 used to drive the compressor


    Rest of E3 used to generate thrust
    CFMI Proprietary

    Jet Engine Differences


    Turbojet engine
    1 shaft
    Small diameter

    Modern commercial
    jet engine
    2 or 3 shafts
    Large diameter

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    The Concept of By-pass Ratio


    By-pass ratio =
    Mass flow 3 / mass flow 2
    3
    2

    Air

    1
    2
    3

    T
    S
    U

    !
    E
    M

    Increase in by-pass ratio improves Specific


    Fuel Consumption (SFC)

    TR

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    Jet Engine Differences

    Thrust = mV
    Low by-pass
    ratio engine

    Flow m

    Low mass flow m


    High speed V

    Flow m
    V

    High by-pass
    ratio engine

    High mass flow


    Low average speed V
    CFMI Proprietary

    By pass ratio schematic


    Aft looking forward

    2
    1

    Front view

    2
    3

    GENERATES 20%
    OF THE THRUST

    HIGH FLOW, LOW


    SPEED

    LOW FLOW
    HIGH SPEED

    GENERATES 80%
    OF THE THRUST
    CFMI Proprietary

    All About By-pass Ratio


    Low by-pass
    ratio engine

    High by-pass
    ratio engine

    SFC
    SFC: Fuel burnt
    by engine on
    a test stand

    Low by-pass ratio engine


    -20%

    Characterizes
    quality of the
    engine

    High by-pass ratio engine

    By-pass ratios have increased over time


    Current engines: By-pass ratios 5 to 6
    New/future engines: By-pass ratio 10
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    Noise Signature
    Low by-pass
    ratio engine

    High by-pass
    ratio engine

    High by-pass ratio improves noise signature


    CFMI Proprietary

    By-pass Ratio Limitations


    By-pass ratio can be limited by installation on A/C

    GROUND CLEARANCE

    CFMI Proprietary

    By-pass Ratio Limitations


    By-pass ratio can be limited by fuel burn

    Drag
    Fuel burn (FB) is the fuel
    burnt over
    a given mission

    Weight

    Fuel burn depends on:


    - SFC (engine quality): FB
    - Drag
    : FB
    - Weight
    : FB
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    Going Beyond the Compromise


    Fuel Burn
    Improvement

    Technology
    jump
    A380 ENGINES
    OPTIMIZED FOR NOISE
    RATHER THAN FUEL
    BURN

    INCREASE IN
    BYPASS RATIO

    Noise
    Improvement

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    The Maximum Cycle Temperature


    Maximum temperature

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    Maximum cycle temperature

    The Plus of Increasing Max Cycle Temperature

    Maximum metal temperature

    1960

    1970

    1980

    1990

    2000

    2010 YEAR

    !
    E
    M
    T
    S

    Increasing max cycle temperatures


    improves Specific Fuel Consumption

    U
    R
    T

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    The Minuses of Increasing Max Cycle Temperature

    Hotter engine burns more parts

    T
    O
    H

    Higher maintenance costs


    ALTERNATIVE IS MORE SOPHISTICATED MATERIAL BUT MORE
    EXPENSIVE

    High pressure
    turbine

    Nitrogen oxides (NOx) are produced at high temperature


    NOx
    SFC/CO2

    NOx

    NOx vs CO2 =
    A real challenge
    SFC/CO2
    Max cycle temperature

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    The Green House Effect: Climate Change

    CFMI Proprietary

    Air Quality

    INDEX 3

    OZONE + NOx + PARTICLES +CO + UHC

    VERY SMALL
    LEVELS

    INDEX 7

    CFMI Proprietary

    Engine Main Operational Cost Drivers

    Maintenance cost
    Mainly related to number of cycles
    Cruise

    (engine deterioration mostly occurs at T/O)

    1 Take-off = 1 cycle
    Take-off
    +
    climb

    Descent

    Typical Simplified mission

    Life Limited Parts (LLP) cost


    Only related to number of cycles
    Fuel Burn
    Cruise length is main driver

    ENGINE COST OF OPERATION :


    A MIX OF MAINTENANCE COST, LLP & FUEL COSTS
    4001T-07/01

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    Long Range vs Short/Medium Range Missions


    Cruise

    Long range A/C


    Descent

    Cruise is main part of the mission

    1 cycle

    T/O
    +
    climb

    Low number of cycles

    Fuel Burn is main driver

    6 to 12 hours

    Short/medium range A/C


    High number of cycles
    Short cruise

    Cruise
    T/O 1
    + cycle
    climb

    1
    cycle

    1
    cycle

    1
    cycle

    1
    cycle

    1 to 2 hours / cycle

    Descent
    1
    cycle

    Maintenance / LLP costs are 30% of the cost

    FOR SHORT / MEDIUM RANGE AIRCRAFT,


    CYCLE RELATED COSTS ARE VERY STRONG DRIVERS
    4002T-09/99

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    Maintenance Cost and Design

    HOT SECTION
    MATERIAL COST :

    AND

    60%

    TOTAL MATERIAL
    COST :

    OF TOTAL
    MATERIAL COST

    60%
    OF SHOP VISIT
    COST*

    SHOP VISIT COST (SVC)*


    HOT SECTION MATERIAL COST
    MATERIAL COST (rest of the engine)
    LABOUR
    REPAIRS

    =
    =
    =
    =

    36% of SVC
    24% of SVC
    30% of SVC
    10% of SVC

    * Excl. Fees, tests and LLPs

    HOT SECTION COST IS MAIN DRIVER


    FOR SHOP VISIT COST
    4455T-04/02

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    Engine Architecture
    Single Stage HP Turbine

    Burns more fuel


    2 to 3%

    Two-Stage HP Turbine

    More hot section parts

    Burns more parts


    20% more
    expensive shop visit
    Both can do the job but are not equivalent

    On paper, both should have similar time on wing


    CFMI Proprietary

    The effect of fuel price


    Single aisle, high cycle A/C
    Cost
    1 stage HPT better

    2 stage HPT better

    Maintenance
    Cost 2 stage HPT
    vs 1 stage HPT
    Fuel cost
    Today

    $/gallon

    Cost
    2 stage HPT
    vs 1 stage HPT
    Fuel cost
    2 stage HPT
    vs 1 stage HPT
    CFMI Proprietary

    One Architecture, One Application


    Certification Date

    HIGH CYCLE

    1965

    1975

    1985

    2005

    future

    Design change

    Regional jet
    (Short range)

    SaM146
    CF34-8

    CF34-3

    CF34-10

    BR715

    Narrow Body
    (Short & medium range)

    Design change???
    CFM56
    PW2000

    LOW CYCLE

    1995

    Wide Body
    (Long range) JT9D
    CF6
    Single stage HP Turbine

    V2500

    PW6000

    New V2500
    New CFM

    Design change

    Trent 700*
    PW4000

    Trent 800*
    GE90

    Trent 900/1000*
    GP7000

    GEnX

    Two stage HP Turbine


    CFMI Proprietary

    Becoming Global Over Time

    The 90s
    COST OF
    OWNERSHIP

    The 2000s
    SUSTAINABLE
    DEVELOPMENT

    The 80s
    SFC

    The 70s
    THRUST

    Environmental
    Issues
    Superimposed

    CFMI Proprietary

    Environmental Issues Now Part Of The Equation


    system

    SFC
    Maintenance cost
    Acquisition cost
    Emissions

    The 2000s
    Integration

    Cycle

    Architecture

    Noise
    Sust Dev industrial
    process

    Optimize System with Constraints


    Regulations/Taxes/Charges
    Minimize Cost of Ownership

    CFMI Proprietary

    Make It Simple, Dummy


    LOW NOISE

    Hot

    Small

    Cold
    BIG

    Cold

    Big
    Big

    SMALL
    LIGHT
    LOW FUEL
    BURN

    LOW CO2

    BIG
    COLD

    LOW FUEL
    CONSUMPTION

    LOW
    MAINTENANCE
    COST

    HOT

    Big

    2 Cold

    >1

    Small

    >1

    Hot

    COLD

    LOW NOx

    CFMI Proprietary

    CFMI Proprietary

    CFMI Proprietary

    We Have A Secret Dream


    Remember: Big engine, innovative installation

    We may not be there yet !!!

    CFMI Proprietary

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