Analysis of Turbojet Engine

Akhil Jaiswal, Akhil Praveen, ASP Gautam, Amal Jyothis V, Amit Kamboj, Anand Kumar, Anurag Singh
B. Tech. Aerospace Engineering, Indian Institute of Space Science and Technology
Abstract An experiment was conducted in the Propulsion lab in
IIST on the Turbojet Engine to study the Brayton cycle efficiency
at different rpm and to find net thrust developed by the SR30 jet
engine. The efficiency of the Brayton cycle is found to increase
with the rpm of the engine. Also the net thrust developed by the
jet engine is observed to increase with the rpm.

Keywords- Turbojet Engine, Gas Turbine, Efficiency, Brayton
Cylce, Thrust.
I. INTRODUCTION
A gas turbine, also called a combustion turbine, is a type of
internal combustion engine. It has an upstream rotating
compressor coupled to a downstream turbine, and a combustion
chamber in-between
[1]
. The basic operation of the gas turbine
is similar to that of the steam power plant except that air is used
instead of water. They use rotating compressors to compress
air, and then mix it with fuel and burn the mixture to produce
hot exhaust gases that drive turbines. The turbines drive the
compressors and also provide power for other things, such as
wheels or a propeller or generators or whatever. Gas turbine
engines can be used in many different ways e.g. driving a
propeller or a fan that is used for thrust production etc.
As the name suggests, this type of engine is operated by gas
rather than one operated, for instance, by steam or water. The
gas which operates the turbine is the product of the combustion
that takes place when a suitable fuel is mixed and burned with
the air passing through the engine.

Figure 1. Schematic of Turbojet Engine

A turbojet engine or jet engine uses only jet exhaust as its
means of propulsion. The turbine blades spin to compress air,
the fuel is added and after combustion the force of the exhaust
leaving the engine provides the thrust to move the aircraft
i.e. they produce propulsion at least in part by shooting hot
exhaust gases at high speed out of the back of the engine.
Thats why it is said that all jet engines are gas turbine engines,
but not all gas turbine engines are jet engines.
Both the jet engines and gas turbines use Brayton Cycle for
power generation.

Figure 2. Brayton Cycle
[2]



Figure 3(a). T-S Diagram for Ideal Brayton Cycle
[3]



Figure 3(b). P-V Di agram for Ideal Brayton Cycle
[3]



II. EXPERIMENT
The experiment was performed on a turbojet engine .The setup
has a turbojet fitted with a hush unit for the reduction in the
noise .The turbojet consists of five parts .1st part is the
compressor inlet, 2nd part is compressor exit, 3rd is the turbine
inlet, 4th the turbine exit and 5th part is the nozzle exit. In
between the 2nd and 3rd part combustor is placed. The turbine
and compressor are connected. The work output from the
turbine is used to run the compressor. The turbojet is assumed
to undergo a Brayton cycle. Fuel used is kerosene (White
petrol). The initiat ion of turbojet is done with help of the
compressed air from the tank.

Figure 4(a) Setup showi ng Readouts and throttle control


Figure 4(b) Digital read-out displ aying Values


Figure 5 Experi ment Setup

III. PROCEDURE
The pressure tank is connected to the turbojet. The turbojet is
started and the throttle is adjusted so that the ignition is started.
Once the ignition is started the turbojet is self- sustained and
the compressed air is cut off. The values of pressure and
temperatures at various points are noted with the help of a
digital interface connected to computer. The value thrust is also
noted. The same experiment is repeated for various throttles.
The experimental thrust is compared with the theoretical thrust
and efficiency of the cycle is calculated.

IV. OBSERVATIONS

Table 1 Pressure Readings
Compressor
inlet
Pressure
Compressor
exit
Pressure
Turbine
Inlet
Pressure
Turbine
Exit
Pressure
Nozzle
Exit
Pressure
Thrust
PSIG PSIG PSIG PSIG PSIG Lbs
0.072 4.995 5.015 0.56 0.21 8
0.105 7.396 7.422 0.772 0.35 9
0.141 9.677 9.747 0.936 0.49 10
0.18 12.622 12.611 1.151 0.68 11
0.239 16.191 16.203 1.359 0.94 13
0.302 20.518 20.512 1.58 1.33 16
0.406 26.814 26.802 2.498 2.01 20

Table 2 Temperature Readings
Compressor
inlet Temp
Compressor
Exit Temp
Turbine
inlet
Temp
Turbine
Exit Temp
Exhaust
Gas
Temp
deg C deg C deg C deg C deg C
31 112 585 578 504
30 127 611 586 509
30 144 610 599 519
30 162 611 598 533
30 184 636 595 549
30 206 654 594 562
29 241 725 610 589


V. EQUATIONS AND SAMPLE CALCULATION
Part I: To find the net thrust

To find out the thrust due to intake air at compressor inlet,
Diameter of the engine intake bell section at Pitot static tube
location, D
c
= 0.06604 (m)

Diameter of the taco generator housing,
d = 0.01905 (m)

Cross sectional area at Pitot static tube location, (m
2
)
A =

Pitot static pressure at compressor inlet side, (Pa)

Temperature at compressor inlet, (K) T1

Density of air corresponding to p
1
and T
1
(kg/m
3
)

Velocity of air at compressor inlet, (m/s)

Volume flow rate of air into the compressor,

Thrust due to intake air,

Mach number of the air flow at this section,

To find out the thrust due to exit gas at nozzle exit,

Diameter at nozzle exit, D
e
= 0.056 m
Cross sectional area at nozzle exit (m
2
),

Pitot static pressure at Nozzle exit (P
e
),

Temperature at Nozzle exit (K), Te

Density of exit gas corresponding to p
e
and T
e
, (kg/m
3
)

Velocity of air at compressor inlet, (m/s)

Volume flow rate of air into the compressor, (kg/ m
3
)

Thrust due to intake air, (N)

Net Thrust of engine, (N)

Thrust Specific Fuel Consumption,





Part II: To find the thermodynamic efficiency of Brayton cycle

Let h1, h2, h3 and h4 are the specific enthalpy values of the
corresponding state points,

Specific work done by the compressor,
(kJ/kgK)

Heat added due to the combustion process, (kJ/kgK)

Specific work for the Turbine, (kJ/kgK)

Net specific work done by the cycle, (kJ/kgK)

Thermodynamic efficiency of the cycle,

VI. GRAPHS

Graph 1 Effi ciency vs. Speed


Graph 2 TSFC vs. Mach Inlet


Graph 3 Net Thrust vs. Speed


Graph 4 Net Thrust vs. Efficiency

VII. RESULT
In the experiment on turbojet engine, the calculated thrust force
increases with the rpm from 4.0125N at 40537 rpm to
50.6601N at 78711 rpm. The observed thrust force reading is
35.585N at 40537 rpm and 88.964N at 78711 rpm. The
corresponding calculated inlet Mach number increased from
0.0835 to 0.1960. In the second set of calculations the
efficiency of the Brayton cycle was calculated. The efficiency
was found to increase from 17.86% to 65.39% at the above
mentioned rpm.
VIII. CONCLUSION
On increasing the speed of the engine, the efficiency of the
Brayton cycle increases. This is also evident from the enthalpy
differences obtained from the readings at high rpm. The work
done by the turbine and the work done on the compressor,
increase rapidly with increase in rpm. The amount of heat
added does not vary much with rpm. This can be explained as
heat input depends on fuel flow rate and its calorific value.
Further there can be sources of error due to which we obtained
discrepancy in results. There could be several reasons for this
such as transient variations and fluctuations in load cell
readings etc.
ACKNOWLEDGMENT
We would like to acknowledge with appreciation the numerous
and valuable persons whose contribution has been important in
this report. We would like to thank our instructor Dr. Deepu M.
for their valuable help. We also thank our lab assistants for
clearing our doubts.
REFERENCES

[1] en.wikipedia.org/wiki/Gas_turbine
[2] www.couleurs-cabanes.fr
[3] dc443.4shared.com
[4] Dr. Rajesh S, Dr. Deepu M, IIST Lab Hand Out

APPENDIX I
Specifications
Turbojet engine : SR30, 17cm diameter X 27cm long
Design Thrust : 178 N
Mass flow rate : 0.5 kg/s
Compression : 2.5:1

APPENDIX II
Sample Calculation:
# For reading 1
Compressor Inlet pressure,
p
1
= 0.072 PSIG = 496.422 Pa
Compressor exit pressure,
p
1
= 4.995 PSIG = 34439.31 Pa
Turbine inlet pressure,
p
2
= 5.015 PSIG = 34577.21 Pa
Turbine exit pressure,
p
2
= 0.560 PSIG = 3861.06 Pa
Nozzle exit pressure,
p
e
= 0.21 PSIG = 1447.899 Pa
Fuel consumption

= 3.12 *3.78541 litre/hr *density
= 3.12*3.78541 *0.81 kg/hr
=9.566 kg/hr
Density of fuel is 0.81 kg/litre
Speed = 40357 RPM
Compressor inlet temperature,
T
1
= 31 = 304K
Compressor exit temperature,
T
1
= 112 = 385 K
Turbine inlet temperature,
T
2
= 585 = 858 K
Turbine inlet temperature,
T
2
= 578 =851 K
Exhaust as temperature,
T
e
= 504 = 777 K
Density at inlet, using eq (2) & (3)
= 1.167 kg/ m3
Velocity at inlet, Using (4)
V
i
= 29.17 m/s
Mach no at inlet using (7)
M = 0.0834
Mass flow rate, Using (5)
= 0.1068 kg/s
Thrust at inlet, Using (6)
F
1
= 3.116 N
Density at exit, Using (10)

e
= 0.4607 kg/m
3

Velocity at exit, Using (11)
V
i
= 79.27 m/s
Mass flow rate, Using (12)
= 0.0899 kg/s
Thrust by nozzle, Using (13)
F
2
= 7.128 N
Net Thrust = F
1
-F
2

= 4.012 N
TSFC = 2.38 kg hr
-1
N
-1


For thermal efficiency
Since we know the pressure and temperature values at
respective locations therefore we can use gas tables to find
corresponding enthalpies
h
1
= -166.703 kJ/kg
h
2
= -84.297 kJ/kg
h
3
= -416.603 kJ/kg
h
4
= 408.801 kJ/kg
Work done by compressor, Using (16)
W
c
= 81.776 kJ/kg
Heat added due to the combustion process,
Using (17)
Q = 501.53 kJ/kg
Specific work for the Turbine, Using (18)
W
T
= -7.802 kJ/kg
Net specific work done by the cycle,Using (19)
W = 89.578 kJ/kg
Using (20)
Efficiency = 17.86%

APPENDIX III
Tables for Part-I
Table 1 Observed Pressure readings in SI units
Serial
No.:
Compressor
inlet
Pressure
Compressor
exit
Pressure
Turbine
Inlet
Pressure
Turbine
Exit
Pressure
Nozzle
Exit
Pressure
Pa Pa Pa Pa Pa
1 496.42 34439.31 34577.21 3861.06 1447.90
2 723.95 50993.62 51172.89 5322.75 2413.17
3 972.16 66720.57 67203.20 6453.49 3378.43
4 1241.06 87025.63 86949.78 7935.87 4688.43
5 1647.85 111633.02 111715.7 9369.98 6481.07
6 2082.22 141466.63 141425.2 10893.7 9170.03
7 2799.27 184876.02 184793.2 17223.1 13858.46

Table 5 Calculation Table

Tables for Part-II

Table 6 Enthalpy Values at different locations
Serial No.: Enthalpy at
point 1
Enthalpy
at point 2
Enthalpy
at point 3
Enthalpy at
point 4
kJ/kg kJ/kg kJ/kg kJ/kg

1 -166.70 -84.93 416.60 408.80
2 -167.71 -69.71 445.68 417.72
3 -167.71 -52.43 444.56 432.24
4 -167.71 -34.08 445.68 431.12
5 -167.71 -11.59 473.78 427.77
6 -167.71 10.99 494.10 426.65
7 -167.71 47.08 574.89 444.56

Table 7 Work interaction of the cycle
Work done
by
compressor
Heat added
during
combustion
Specific
work for
the
turbine
Net
specific
work
done by
the cycle
Thermodynami
c efficiency of
the cycle
kJ/kg kJ/kg kJ/kg kJ/kg

81.78 501.53 -7.80 89.58 17.86
98.00 515.39 -27.96 125.96 24.44
115.29 496.98 -12.32 127.60 25.68
133.63 479.76 -14.56 148.19 30.89
156.12 485.37 -46.01 202.14 41.65
178.70 483.11 -67.45 246.14 50.95
214.79 527.80 -130.33 345.12 65.39

Where,
Point 1 : Compressor inlet
Point 2 : Compressor outlet
Point 3 : Turbine inlet
Point 4 : Turbine outlet