Seminar Report 2014 Turbo Fan Engine

ABSTRACT

Engines used in the earlier parts of 20th century had deficiencies in spite of
their advantages. The advantages used in those times were Turboprop engines. These
engines could produce only 10% of their thrust from the exhaust jet. They could not
attain high speed.

Researches were conducted further, which led to the developments of Turbofan

engines. Turbofan engines combined the hot air jet with bypassed air from a fan. This
created a quieter engine with greater boost at low speeds, making it a popular choice
for commercial airplanes. And due to generation of more thrust for nearly the same
amount of fuel, it is highly fuel-efficient.

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Seminar Report 2014 Turbo Fan Engine

CONTENTS

CHAPTERS PAGE NO

1. INTRODUCTION 1
2. HISTORY 3
3. THEORY 6
i. PROPULSION
ii. TURBOFAN ENGINE
iii. JET ENGINE THRUST
iv. THRUST EUATION FOR TURBOJET
TYPE ENGINE
4. PARTS OF TURBOFAN ENGINE 10
5. WORKING PRINCIPLE 14
6. WORKING STAGES OF TURBOFAN ENGINE 18
7. TYPES OF JET ENGINE 23
8. DIFFERENT TYPES OF ENGINES 24

REFRENCES

LIST OF FIGURES

FIG 1

FIG 2
FIG 3
FIG 4

FIG 5
FIG 6

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TURBOFAN ENGINES

INTRODUCTION

Jet Propulsion is the thrust imparting forward motion to an object, as a reaction to the
rearward expulsion of a high-velocity liquid or gaseous stream.
A simple example of jet propulsion is the motion of an inflated balloon when the air is
suddenly discharged. While the opening is held closed, the air pressure within the balloon is
equal in all directions; when the stem is released, the internal pressure is less at the open end
than at the opposite end, causing the balloon to dart forward. Not the pressure of the escaping
air pushing against the outside atmosphere but the difference between high and low pressures
inside the balloon propels it.
An actual jet engine does not operate quite as simply as a balloon, although the basic
principle is the same. More important than pressure imbalance is the acceleration due to high
velocities of the jet leaving the engine. This is achieved by forces in the engine that enable the
gas to flow backward forming the jet. Newton's second law shows that these forces are
proportional to the rate at which the momentum of the gas is increased. For a jet engine, this
is related to the rate of mass flow multiplied by the rearward-leaving jet velocity. Newton's
third law, which states that every force must have an equal and opposite reaction, shows that
the rearward force is balanced by a forward reaction, known as thrust. This thrusting action is
similar to the recoil of a gun, which increases as both the mass of the projectile and its muzzle
velocity are increased. High-thrust engines, therefore, require both large rates of mass flow
and high jet-exit velocities, which can only be achieved by increasing internal engine
pressures and by increasing the volume of the gas by means of combustion.
Jet-propulsion devices are used primarily in high-speed, high-altitude aircraft, in
missiles, and in spacecraft. The source of power is a high-energy fuel that is burned at intense
pressures to produce the large gas volume needed for high jet-exit velocities. The oxidizer
required for the combustion may be the oxygen in the air that is drawn into the engine and
compressed, or the oxidizer may be carried in the vehicle, so that the engine is independent of
a surrounding atmosphere. Engines that depend on the atmosphere for oxygen include
turbojets, turbofans, turboprops, ramjets, and pulse jets. Non atmospheric engines are usually
called rocket engines.

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HISTORY

Jet power as a form of propulsion has been known for hundreds of years, although its
use for propelling vehicles that carry loads is comparatively recent. The earliest known
reaction engine was an experimental, steam-operated device developed about the first century
B.C. by the Greek mathematician and scientist Hero of Alexandria. Known as the Aeolipile,
Hero's device did no practical work, although it demonstrated that a jet of steam escaping to
the rear drives its generator forward. The aeolipile consisted of a spherical chamber into
which steam was fed through hollow supports. The steam was allowed to escape from two
bent tubes on opposite sides of the sphere, and the reaction to the force of the escaping steam
caused the sphere to rotate.
The development (1629) of the steam turbine is credited to the Italian engineer
Giovanni Branca, who directed a steam jet against a turbine wheel, which in turn powered a
stamp mill. The first recorded patent for a gas turbine was obtained in 1791 by the British
inventor John Barber.
In 1910, seven years after the first flights by the American inventors Orville and
Wilbur Wright, the French scientist Henri Marie Coanda designed and built a jet-propelled
biplane, which took off and flew under its own power with Coanda as pilot. Coanda used an
engine that he termed a reaction motor, but, discouraged by the lack of public acceptance of
his aircraft, he abandoned his experiments.
During the next 20 years the gas turbine was developed further in both the United
States and Europe. One result of the experimental work of that period was the perfection in
1918 of a turbo supercharger driver by an exhaust gas turbine for conventional aircraft
engines. In the early 1930s many patents covering gas turbines were awarded to a number of
European engineers. The patent granted the British aeronautical engineer Sir Frank Whittle in
1930 is generally conceded to have outlined the first practical form of the modern gas turbine.
In 1935 Whittle applied his basic design to the development of the W-1 turbojet engine,
which made its first flight in 1941.

Meanwhile, the French aeronautical engineer Ren Leduc had exhibited (1938) a
model of the ramjet in Paris, and a jet airplane that was powered by an axial-flow turbojet
designed by the German engineer Hans Joachim Pabst von Ohain made its first flight in 1939.
In the following year, under the direction of the aeronautical engineer Secundo Campini, the

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Italians developed an airplane powered by a turboprop engine with a reciprocating-engine-

driven compressor. The first American-built jet airplane, the Bell XP-59, was powered by the
General Electric 1-16 turbojet, adapted from Whittle's design in 1942. The first jet engine of
exclusively American design was produced by Westinghouse Electric Corp. for the U.S. Navy
in 1944.
From a principle first described in 1906, the pulse jet was developed by the German
engineer Paul Schmidt, who received his first patent in 1931. The V-1, or buzz bomb, first
flown in 1942, was powered by pulse jet. Also in the mid-1940s the first commercial airline
flights using turboprop engines occurred. In 1947 the Bell X-1 experimental airplane,
powered by a four-chambered liquid-rocket engine and carried to the stratosphere in the belly
of a bomber for launching, was the first pilot-operated craft to break the sound barrier.
Subsequently the Douglas Skyrocket experimental airplane, powered by a jet engine in
addition to a liquid-rocket engine, broke the sound barrier at low altitude after taking off
under its own power.
The first commercial jet airplane, the British Comet, was flown in 1952, but this
service was stopped after two serious accidents in 1954. In the U.S., the Boeing 707 jet was
the first jet airplane to be tested commercially, in 1954. Commercial flights began in 1958.
The continuous development of jet propulsion for air power has resulted in such
advances as piloted aircraft capable of attaining speeds several times greater than the speed of
sound, and intercontinental ballistic missiles and artificial satellites launched by powerful
rockets.

What is propulsion?

The word is derived from two Latin words: pro meaning before or forwards and
pellere means to drive. Propulsion means to push forward or drive an object forward. A
propulsion system is a machine that produces thrust to push an object forward. On airplanes,

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Seminar Report 2014 Turbo Fan Engine

thrust is usually generated through some application of Newton's third law of action and
reaction. The engine accelerates a gas or working fluid, and the reaction to this acceleration
produces a force on the engine.
A general derivation of the thrust equation shows that the amount of thrust generated
depends on the mass flow through the engine and the exit velocity of the gas. Different
propulsion systems generate thrust in slightly different ways.

THEORY

What is a Turbofan Engine?

A turbofan engine is the most modern variation of the basic gas turbine engine. As
with other gas turbines, there is a core engine. In the turbofan engine, a fan in the front and an
additional turbine at the rear surrounds the core engine. The fan and fan turbine are composed
of many blades, like the core compressor and core turbine, and are connected to an additional
shaft. All of this additional turbo machinery is colored green on the schematic diagram as
shown in Fig 1 below.

Fig 1:- Schematic diagram of turbofan engine

As with the core compressor and turbine, some of the fan blades turn with the shaft
and some blades remain stationary. The fan shaft passes through the core shaft for mechanical
reasons. This type of arrangement is called a two-spool engine (one "spool" for the fan, one
"spool" for the core.) Some advanced engines have additional spools for sections of the
compressor, which provides for even higher compressor efficiency.

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Jet Engine Thrust

The force produced by a jet engine is expressed in terms of kilograms of thrust. This
is a measure of the mass or weight of air moved by an engine times the acceleration of the air
as it goes through the engine. Technically, if the aircraft were to stand still and the pressure at
the exit plane of the jet engine was the same as the atmospheric pressure, the formula for the
jet engine thrust would be:

Weight of air in kilograms per second * velocity

Thrust = ___________________________________________
9.81 (normal acceleration due to gravity, in meter per second 2)

Imagine an aircraft standing still, capable of handling 97.522 kilograms of air per
second. Assume the velocity of the exhaust gases to be 1,500 feet per second. The thrust
would then be:

Thrust = 97.522 kg of air per second * 457.2 m / s

9.81 m / s 2

= 9.941 * 457.2

Thrust = 4545.025 kg.

If the pressure at the exit plane is not the same as the atmospheric pressure and the
aircraft were not standing still, the formula would be somewhat different.
It is not very practical to try to compare jet engine output in terms of horsepower. As a
rule of thumb, however, it may be noted that that at 375 miles per hour (mph), one pound of
thrust equals one horsepower, at 750 mph one pound of thrust equals two horsepower.

Thrust Equation for Turbojet-Type Engines

The thrust equation for a turbojet can be derived from the general form of Newton's
second law (i.e., force equals the time rate of change of momentum),

f = d (MV) / dt.

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The nozzle of the turbojet is usually designed to take the exhaust pressure back to free
stream pressure. The thrust equation for a turbojet is then given by the general thrust equation
with the pressure-area term set to zero. If the free stream conditions are denoted by a "0"
subscript and the exit conditions by an "e" subscript, the thrust F is equal to the mass flow rate
m times the velocity V at the exit minus the free stream mass flow rate times the velocity.

F = [m * V]e - [m * V]0

This equation contains two terms. Aerodynamicists often refer to the first term m as
the Gross Thrust since this term is largely associated with conditions in the nozzle. The
second term m is called the ram drag and is usually associated with conditions in the inlet.
For clarity, the engine thrust is then called the net thrust. Our thrust equation indicates that net
thrust equals gross thrust minus ram drag. If we divide both sides of the equation by the mass
flow rate, we obtain and efficiency parameter called the specific thrust that greatly simplifies
the performance

PARTS OF A TURBOFAN ENGINE

The different parts of a Turbofan engine are as shown in Fig 10 below:-

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Fig 10:- Parts of a Turbofan Engine

Fan - The fan is the first component in a turbofan. The fan pulls air into the engine.
The large spinning fan sucks in large quantities of air. It then, speeds the air up and splits it
into two parts. One part continues through the "core" or center of the engine, where it is acted
upon by the other engine components. The second part "bypasses" the core of the engine,
instead traveling through a duct that surrounds the core to the back of the engine where it
produces much of the force that propels the airplane forward.

Compressor - The compressor is the first component in the engine core. The
compressor squeezes the air that enters it into smaller areas, resulting in an increase in the air
pressure. This results in an increase in the energy potential of the air. The squashed air is
forced into the combustion chamber.

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Combustor - In the combustor the air is mixed with fuel and then ignited. This
process results in high temperature, high energy airflow. The fuel burns with the oxygen in
the compressed air, producing hot expanding gases.

Turbine - The high energy airflow coming out of the combustor goes into the turbine,
causing the turbine blades to rotate. This rotation extracts some energy from the high-energy
flow that is used to drive the fan and the compressor. The gases produced in the combustion
chamber move through the turbine and spin its blades. The task of a turbine is to convert gas
energy into mechanical work to drive the compressor.

Nozzle - The nozzle is the exhaust duct of the engine. The energy depleted airflow that
passed the turbine, in addition to the colder air that bypassed the engine core, produces a force
when exiting the nozzle that acts to propel the engine, and therefore the airplane, forward. The
combination of the hot air and the cold air are expelled and produce an exhaust which causes
a forward thrust. The nozzle may be preceded by a mixer, which combines the high
temperature air coming from the engine core with the lower temperature air that was bypassed
in the fan. This results in a quieter engine than if the mixer was not present.

Afterburner - In addition to the basic components of a gas turbine engine, one other
process is occasionally employed to increase the thrust of a given engine. Afterburning (or
reheat) is a method of augmenting the basic thrust of an engine to improve the aircraft takeoff,
climb and (for military aircraft) combat performance. Afterburning consists of the

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introduction and burning of raw fuel between the engine turbine and the jet pipe propelling
nozzle, utilizing the unburned oxygen in the exhaust gas to support combustion. The increase
in the temperature of the exhaust gas increases the velocity of the jet leaving the propelling
nozzle and therefore increases the engine thrust. This increased thrust could be obtained by
the use of a larger engine, but this would increase the weigh and overall fuel consumption. In
other words Afterburner is a device for increasing the thrust (forward-directed force) of a gas-
turbine (jet) airplane engine. Additional fuel is sprayed into the hot exhaust duct between the
turbojet (engine) and the tailpipe. The fuel ignites, providing a burst of speed. Afterburning is
used for a short increase of power during takeoff, or during combat in military aircraft.

WORKING PRINCIPLE

How does a turbofan engine work?

The engine inlet captures the incoming air. Some of the incoming air passes through
the fan and continues on into the core compressor and then the burner, where it is mixed with
fuel and combustion occurs. The hot exhaust passes through the core and fan turbines and
then out the nozzle, as in a basic turbojet. This airflow is called the core airflow and is
denoted by m . The rest of the incoming air, colored blue on the figure, passes through the
fan and bypasses, or goes around the engine, just like the air through a propeller. The air that
goes through the fan has a velocity that is slightly increased from free stream. This airflow is
called the fanflow, or bypass flow, and is denoted by m . The ratio of m to m is called the
bypass ratio. So a turbofan gets some of its thrust from the core and some of its thrust from
the fan. The ratio of the air that goes around the engine to the air that goes through the core is
called the bypass ratio.

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Fig 4:- Thrust of a Turbofan engine

The total mass flow rate through the inlet is the sum of the core and fan flows

m= m + m

A turbofan gets some of its thrust from the core and some of its thrust from the fan. If
we denote the exit of the core as station "e", the exit of the fan as station "f", and the free
stream as station "0", we can use the basic thrust equation for each stream to obtain the total
thrust:

F = m - m * V0 + (m * V)e - m * V0

We can combine the terms multiplying V0 and use the definition of the bypass ratio
bpr to obtain the final thrust equation:

F = (m * V)e + bpr * m * Vf - (m * V)0

Because the fuel flow rate for the core is changed only a small amount by the addition
of the fan, a turbofan generates more thrust for nearly the same amount of fuel used by the
core. This means that a turbofan is very fuel efficient. In fact, high bypass ratio turbofans are
nearly as fuel efficient as turboprops. Because the fan is enclosed by the inlet and is composed
of many blades, it can operate efficiently at higher speeds than a simple propeller. That is why
turbofans are found on high speed transports and propellers are used on low speed transports.
Low bypass ratio turbofans are still more fuel efficient than basic turbojets. Many modern
fighter planes actually use low bypass ratio turbofans equipped with afterburners. They can

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then cruise efficiently but still have high thrust when dog fighting. Even though the fighter
plane can fly much faster than the speed of sound, the air going into the engine must travel
less than the speed of sound for high efficiency. Therefore, the airplane inlet slows the air
down from supersonic speeds.

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Fig 5:- ROLLS-ROYCE TAY TURBOFAN ENGINE

As an example for the turbofan engine consider the Rolls-Royce Tay turbofan engine
as shown in the Fig 5.This Rolls-Royce Tay turbofan engine pushes nearly three times as
much air through the bypass ducts as it pushes through the central core of the engine, where
the air is compressed, mixed with fuel, and ignited. Turbofan engines like the Rolls-Royce
Tay are not as powerful as turbojets, but they are quieter and more efficient.
The turbofan engine is an improvement on the basic turbojet. Part of the incoming air
is only partially compressed and then bypassed in an outer shell beyond the turbine. This air is
then mixed with the hot turbine-exhaust gases before they reach the nozzle. A bypass engine
has greater thrust for takeoff and climb, and increased efficiency; the bypass cools the engine
and reduces noise level.
In some fan engines the bypass air is not remixed in the engine but exhausted directly.
In this type of bypass engine, only about one-sixth of the incoming air goes through the whole
engine; the remaining five-sixths is compressed only in the first compressor or fan stage and
then exhausted. Different rotational speeds are required for the high- and low-pressure
portions of the engine. This difference is achieved by having two separate turbine-compressor
combinations running on two concentric shafts or twin spools. Two high-pressure turbine
stages drive the 11 high-pressure compressor stages mounted on the outer shaft, and 4 turbine
stages provide power for the fan and 4 low-pressure compressor stages on the inner shaft. To
move an airplane through the air, thrust is generated by some kind of propulsion system. Most
modern airliners use turbofan engines because of their high thrust and good fuel efficiency.

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An example of an engine of this type is the JT9D-3 jet engine, which weighs about
3850 kg (about 8470 lb) and can develop a takeoff thrust of about 20,000 kg (about 44,000
lb). This is more than double the thrust available for the largest commercial planes before the
Boeing 747.

WORKING STAGES OF THE TURBOFAN ENGINE

1.

2.

3.

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4.

5.

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6.

7.

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8.

9.

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TYPES OF JET ENGINES

Fig 7:- JET ENGINES

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The three most common types of jet engines are the turbojet, turboprop, and turbofan.
Air entering a turbojet engine is compressed and passed into a combustion chamber to be
oxidized. Energy produced by the burning fuel spins the turbine that drives the compressor,
creating an effective power cycle. Turboprop engines are driven almost entirely by a propeller
mounted in front of the engine, deriving only 10 percent of their thrust from the exhaust jet.
Turbofans combine the hot air jet with bypassed air from a fan, also driven by the turbine. The
use of bypass air creates a quieter engine with greater boost at low speeds, making it a popular
choice for commercial airplanes.

FAQs

Why are there different types of engines?

If we think about Newton's first law of motion, we realize that an airplane propulsion
system must serve two purposes. First, the thrust from the propulsion system must balance the
drag of the airplane when the airplane is cruising. And second, the thrust from the propulsion
system must exceed the drag of the airplane for the airplane to accelerate. In fact, the greater
the difference between the thrust and the drag, called the excess thrust, the faster the airplane
will accelerate.
Some aircraft, like airliners and cargo planes, spend most of their life in a cruise
condition. For these airplanes, excess thrust is not as important as high engine efficiency and
low fuel usage. Since thrust depends on both the amount of gas moved and the velocity, we
can generate high thrust by accelerating a large mass of gas by a small amount, or by
accelerating a small mass of gas by a large amount. Because of the aerodynamic efficiency of
propellers and fans, it is more fuel efficient to accelerate a large mass by a small amount. That
is why we find high bypass fans and turboprops on cargo planes and airliners.
Some aircraft, like fighter planes or experimental high speed aircraft require very high
excess thrust to accelerate quickly and to overcome the high drag associated with high speeds.
For these airplanes, engine efficiency is not as important as very high thrust. Military aircraft
typically employ afterburning turbojets. Future hypersonic aircraft will employ some type of
ramjet or rocket propulsion.

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Why are Turbofan Engines so popular?

The turbofan engine has gained popularity for a variety of reasons. As shown in Fig 6
below, one or more rows of compressor blades extend beyond the normal compressor blades.
The result is that four times as much air is pulled into the turbofan engine as in the simple
turbojet. However, most of this excess air is ducted through bypasses around the power
section and out the rear with the exhaust gases. Also, a fan burner permits the burning of
additional fuel in the fan air stream. With the burner off, this engine can operate economically
and efficiently at low altitudes and low speeds. With the burner on, the thrust is doubled by
the burning fuel, and it can operate on high speeds and high altitudes fairly efficiently. The
turbofan has greater thrust for takeoff, climbing, and cruising on the same amount of fuel than
the conventional turbojet engine.
With better all-around performance at a lower rate of fuel consumption, plus less noise
resulting from its operation, it is easy to understand why most new jet-powered airplanes are
fitted with turbofan engines. This includes military and civilian types.

Fig 6: - Turbofan Engine

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REFERENCES

1. www.howstuffworks.com
2. www.grc.nasa.govt/WWWK-12
3. www.wikisedia.com

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