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ENGINEERING COLLEGES
2016 – 17 Even Semester
Important Questions and Answers (IQA)
Department of Mechanical Engineering
SUBJECT CODE: ME 6604
Prepared by
Sl. No. Name of the Faculty Designation Affiliating College
3 003
OBJECTIVES:
To understand the basic difference between incompressible and compressible flow.
To understand the phenomenon of shock waves and its effect on flow.
To gain some basic knowledge about jet propulsion and Rocket Propulsion.
(Use of Standard Gas Tables permitted)
Energy and momentum equations of compressible fluid flows – Stagnation states, Mach waves and
Mach cone – Effect of Mach number on compressibility – Isentropic flow through variable ducts –
Nozzle and Diffusers
Flows through constant area ducts with heat transfer (Rayleigh flow) and Friction (Fanno flow) –
variation of flow properties.
Governing equations – Variation of flow parameters across the normal and oblique shocks – Prandtl –
Meyer relations – Applications.
Theory of jet propulsion – Thrust equation – Thrust power and propulsive efficiency – Operating
principle, cycle analysis and use of stagnation state performance of ram jet, turbojet, turbofan and
turbo prop engines.
Types of rocket engines – Propellants-feeding systems – Ignition and combustion – Theory of rocket
propulsion – Performance study – Staging – Terminal and characteristic velocity – Applications –
space flights.
TOTAL: 45 PERIODS
TEXT BOOK
1. Anderson, J.D., "Modern Compressible flow", 3rd Edition, McGraw Hill, 2003.
2. Yahya, S.M. "Fundamentals of Compressible Flow", New Age International (P) Limited,
New Delhi 1996
REFERENCES:
2. Zucrow. N.J., "Aircraft and Missile Propulsion", Vol.1 & II, John W iley, 1975.
3. Zucrow. N.J., "Principles of Jet Propulsion and Gas Turbines", John W iley, New York, 1970.
5. Shapiro. A.H.," Dynamics and Thermodynamics of Compressible fluid Flow", John wiley,
New Delhi.
TABLE OF CONTENTS
PAGE
Sl. No. TITLE NO
4 Unit - 1 - Part B 12
6 Unit - 2 - Part B 20
8 Unit - 3 - Part B 32
10 Unit - 4 - Part B 47
12 Unit - 5 - Part B 68
Name of the subject & Code: ME 6604 / GAS DYNAMICS AND JET PROPULSION
Name of the Faculty:
TEXT BOOK
1. Anderson, J.D., "Modern Compressible flow", 3rd Edition, McGraw Hill, 2003. (
Copies
Available in Library: Yes)
2. Yahya, S.M. "Fundamentals of Compressible Flow", New Age International (P)
Limited, New DelhI 1996( Copies Available in Library: Yes)
REFERENCES:
1. K.Pandian, Gas Dynamics and Jet Propulsion, Sooraj Publications, 2005( Copies
Available in Library: Yes)
2. V.Ganesan, Gas Turbines,Tata McGraw Hill Publishing Co., New Delhi,1999( Copies
Available in Library: Yes)
3. Senthil, A.R. Puplications,2014( Copies Available in Library: Yes)
Hours Cumul
Unit
SI.N
Topic/Portions to be Covered Required Ative Books Referred
O No. /Planned Hrs
Unit - I
PART – A
Compressible Incompressible
1. Fluid velocities are appreciable 1. Fluid velocities are small
Mach angle is formed, when an object is moving with supersonic speed. The wave
propagation and changes are smooth. When an object is moving with hypersonic
speed the changes are abrupt is shown in Fig. Hence for a supersonic flow over two
– dimensional object “mach wedge” is used instead of “mach cone”
3. State the meaning of stagnation state, stagnation pressures and stagnation
temperatures.
The state of a fluid attained by isentropically decelerating it to zero velocity at zero
elevation is referred as stagnation state.
The pressure of the fluid when the fluid velocity is zero at zero elevation is known
as “stagnation pressure”.
The temperature of the fluid when the fluid velocity is zero at zero elevation is
known as “stagnation temperature”.
T0 = T +
9
T = static temperature,
T0 = stagnation temperature,
= velocity temperature
Mach Number
It is used for the analysis of compressible fluid flow problems. Critical mach number is a
dimensionless number at which the fluid velocity is equal to its sound velocity.
10
fluids. Diffuser: It is a device which is used to increase the pressure and decrease the
velocity of fluids.
10. Give the expression for nozzle efficiency and diffuser efficiency.
11
Part - B
1. An air jet (γ = 1.4, R = 287 J/kgk) at 400k has sonic velocity. Determine
1. Velocity of sound at 400K
2. Velocity of sound at the stagnation conditions
3. Maximum velocity of the jet
4. Stagnation enthalpy
5. Crocco number
Given:
At sonic condition, Mach number M = 1
To find:
(i) a (ii) ao (iii) Cmax (iv) ho (v) Cr
Solution:
Velocity of sound,
12
Stagnation temperature, To
Stagnation pressure,
13
3.Prove that
For isentropic compressible flow the relationship between stagnation pressure and
stagnation temperature is given by
But and
14
Therefore
4. A nozzle in a wind tunnel gives a test-section mach number of 2.0. Air enters the
nozzle from a large reservoir at 0.69 bar and 310 K. The cross sectional area of the
2
throat is 1000 cm . Determine the following quantities for the tunnel for one
dimensional isentropic flow.
(i) Pressures, temperatures and velocities at the throat and test-sections.
(ii) Area of cross section of the test section
(iii) Mass flow rate
(iv) Power required to drive the compressor
(Nov/Dec 2012)
Given:
2
P0 = 0.69 bar, T0 = 310 K, A* = 1000 cm , Mt = 2
Solution:
Case (ii)
Refer isentropic flow table
15
k
Assuming reversible flow, compressor work
5. The Pressure, temperature and velocity of air at the entry of a diffuser are 0.7 bar,
345 K and 190 m/s respectively. The entry diameter of a diffuser is 15 cm and exit
diameter is 35 cm. Determine the following. (1) Exit pressure (2) Exit velocity (3)
Force exerted on the diffuser walls. Assuming isentropic flow and take γ = 1.4, C p =
1005 J/kgk. (Nov/Dec2012)
Given:
P1 = 0.7 bar, T1 = 345 K, C1 = 190 m/s, d1 = 15 cm = 0.15 m,
d2 = 35 cm=0.35 m, γ = 1.4, Cp = 1005 J/kgK
To Find: P2, C2 and τ
Solution:
16
Stagnation temperature, To
Stagnation pressure,
In this problem, d2>d1 => A2>A1. So this is divergent type diffuser. For divergent type
diffuser Mach number value is less than unity
17
M<1
Inlet Outlet
For value, we can refer gas table page no 28 and 38. But we have to take
Mach number less than 1 corresponding values, because it is divergent type diffuser.
At throat section
Force exerted on the diffuser walls is equal to the thrust of the flow
18
Unit – II
FLOW THROUGH DUCTS
Part-A
8. Explain the difference between fanno flow and isothermal flow? (NOV/DEC 2009)
ISOTHERMAL FLOW FANNO FLOW
19
Flow occurs in long ducts where Long ducts are not required
sufficient time is required for heat
transfer
On account of constant temperature the Friction factor is not constant.
friction factor is assumed constant.
9. Give two practical examples where the fanno flow occurs.
Flow occurs in gas ducts of aircraft propulsion engines, flow in air-conditioning
ducts and flow of oil in long pipes. etc.
10. Write the ratio of velocity between and two section in terms of the mach number in
a fanno flow.
Part-B
1. Air is having Mach number 3 with total temperature 295oC and static pressure 0.5
bar flows through a constant area duct adiabatically to another section where the
Mach number is 1.5. Determine the amount of heat transfer and the change in
stagnation pressure.
Given data
M1 = 3
M2 = 1.5
To1 = 295+ 273 =568 k
P1 = 0.5 bar = 0.5 x 105 N/m2
To find:
Solution :
M1 is given
Refer isentropic table for γ =1.4 ,M1 = 3 (From Gas Table P.No. 37)
T1 = To1 x 0.357
20
T1 = 202.71 k
Po1 =
Refer Rayleigh flow table for γ =1.4 ,M1 = 3 ( From gas table P.No. 115)
P1 * =
T1 * =
T1* = 721.60 k
Po1 * =
21
=5.37 x 10 5 x 1.122
= 868.5 x 0.909
To2 = 789.46 K
Heat supplied
Q = m cp (To2-To1)
Δ Po = Po 2-Po2
2. Air enters a constant area duct at M1 = 3 ; P1 = 1atm and T1= 300K .Inside the heat
added per unit mass is Q = 3 x 105 J/Kg . Calculate the flow properties M 2, P2, T2, T02
and Po2 at exit.
Given data
M1 = 3
P1 = 1 atm
T1 = 300K
Q = 3 x 105 J/Kg
Assumption
For Air γ=1.4 R = 287 J/Kg K
To Find:
M 2, P2, T2, T02 and Po2 at exit.
Solution:
Refer isentropic table for γ =1.4 ,M1 = 3 (From gas table P.No. 37)
22
To1=
To1= 840.3 K
Po1 =
Refer Rayleigh flow table for γ =1.4, M1 = 3 (From gas table P.No. 115)
P1 * =
Po1 * =
T1 * =
To1 * =
To1* = 868.5 k = To2*
ρ1* = ρ1 x 1.588
Heat transfer
23
Q = m cp (To2-To1)
m= 1 Kg/s
To2=1138.85 K
M2= 1.6
For (We can refer gas table P.No.112 and 113.But we have to take M2=1.6)
P2 = 2.97x 105
T2 = 1067.6 x 0.702
T2 = 749.4 K
Result :
M2=1.6
P2 = 2.9x105 N/m2
T2 = 749.4 K
24
To2 =1138 K
Po2 = 12.61 x 105 N/m2
3. The Condition of a gas in combustion chamber at entry are T1 = 375 K, P1= 0.050
bar, C1=70 m/s. The air – fuel ratio is 29 and the calorific value of the fuel is 42
MJ/Kg. Calculate,
Initial and final mach number
Final pressure, temperature and velocity
Gas Percentage of stagnation pressure loss
Maximum stagnation temperature
Take γ = 1.4 and R = 0.287 kJ/kg k.
Given :
T1 = 375 k
P1 = 0.50 bar = 0.50 X 105 N/m2
C1= 70 m/s
Air – fuel ratio = 29
Calorific value = 42 MJ/kg = 42 X 106 J/kg
ϒ = 1.4
R = 0.287 KJ/kg k = 287 J/kg k
To find:-
1. M1 & M2
2. P2, T2, C2
3. Stagnation pressure loss
4. To(max)
Solution
M1 = = = 0.180
M1 = 0.180
Refer isentropic table for γ =1.4, M1 = 0.180 (From gas table P.No. 28)
To1=
To1= 377.36 K
25
Po1 =
Refer Rayleigh flow table for γ =1.4, M1 = 0.18 (From gas table P. No. 111)
c1*
P1 * =
Po1 * =
Po1* = 0.4119 x 105 N/m2 = Po2*
T1 * =
To1 * =
C1*=
C1*=945m/s = c2*
Δho = =
Δho = CpTo2-CpT01
1.4X106 = x [T02-377.26]
26
To2 =1770.99K
Refer Rayleigh flow table for γ =1.4, (From gas table P. No. 111)
M2= 0.48
P2 = 0.3956x 105N/m2
=0.4119x105 x 1.122
Po2 = 0.462 x 105 N/m2
T2 = 2192.9 x 0.758
T2 =662.4 K
C2=C2* x 0.418
C2= 395.41m/s
Percentage of stagnation pressure loss
Loss = 9.6%
To(max)= To1*= To2*= T*= 2638.18 K
Result
M1=0.18
M2=1.6
P2 = 0.3956x 105N/m2
T2 = 1662.4 K
27
C2= 395.41m/s
1. P2, T2
2. D
3. L
4. Po1-Po2
5. Verify exit Mach number
Solution
Refer isentropic table for γ =1.4, M1 = 0.14 (From gas table P.No. 28)
Po1 = =
0.996
Refer isentropic table for γ =1.4, M1 = 0.4 (From gas table P. No. 81)
28
257.7 K
Refer isentropic table for γ =1.4, M2 = 0.6 (From gas table P. No. 81)
P2 = = 0.435×105×1.763
=0.822 105
T2 =
=257.7
T2= 280.4K
C2 = C2* X 0.635
Diameter of duct
D12 = 0.055
29
D1 = 0.234= D2= D3
=32.5-0.491
= 32.02
L= (32.02X0.234) /(4X0.004)
L=468.2 m
ΔP = Po1-Po2
ΔP = 2.464 x 105N/m2
Result
L=468.2 m
ΔP = 2.464 x105N/m2
D = 0.234m
M2 = 0.6
T2 = 280.4K
P2 = 0.766x105N/m2
30
Unit – III
NORMAL AND OBLIQUE SHOCKS
PART-A
1. Give the difference between normal and oblique shock.
May be treated as one dimensional analysis. Oblique s ho ck is two dimensio nal analysis.
Strength of a shock wave is defined as the ratio of increase in static pressure across the shock
to the inlet static pressure. Strength of shock = (P y – Px)/Px
The shock wave which is inclined at an angle to the two dimensional flow direction is
called as oblique shock. When the flow is supersonic, the oblique shock occurs at the corner due
to the turning of supersonic flow.
Shocks are introduced to increase the pressure and hence it is a deceleration process.
Therefore, shocks are possible only when the fluid velocity is maximum. In a subsonic flow,
the velocity of fluid is less than the critical velocity and hence deceleration is not possible.
Thus, shock waves cannot develop in subsonic flow.
31
Compression wave front being normal to the direction of compressible fluid flow. It occurs
when the flow is decelerating from supersonic flow. The fluid properties jump across the normal
shock.
a. Jet engine
b. Shock tube
c. Supersonic wind tunnel
10. Show a normal shock in h-s diagram with the help of Rayleigh line and Fanno line.
PART-B
1. Derive Prandtl- Meyer Relation.
Prandtl- Meyer Relation which is the basic of other equation for shock waves. It gives the
relationship between the gas velocities before and after the normal shock and the critical velocity of
sound.
We know that
32
Apply this equation to the flow before shock wave and after shock wave
= -
= ( -1) -
-
= -
= -
= -
= ( -1) -
-
= -
= - -----(2)
( )A = m( )
( )= ( )
=( )
- =( ) -----------------(3)
33
= = -----------------(4)
(4.3)=> - =( )
Multiplying by
- = ( ) --------------(5)
p√ =RT
=RT
=
=
=
=
=
(6)=> - - = ( )
=> - - = (
=> + = ( )
Multiply by
=> + =
34
Multiply by 2
( ) +( ) =2
( ) =2 - +( )
( ) =
( ) =
= --------------(7)
× =
I= ×
× = I --------------(8)
T0 = 100+273 = 373K
Hence
35
Ax = Ay
Ax* = A*
To find:
1) My , Ty, Py , Cy
2) M2
3) P2, T2,C2
Solution:
= = 1.416
= 1.416
Refer isentropic flow rate = 1.416 = 1.418 (From gas table P No : 33)
=1.4
Refer normal shock table M X = 1.78, =1.4 (From gas table P. No. 53)
My = 0.621 Ty = 1.517 × TX
Ty = 346.28K
= 0.822
Poy =0.822 × Pox
=3.53 × PX
= 0.822×7× 105
5
= 3.530 × 1.253× 10
Poy = 5.754× 105 N/m2
Py = 4.423 × 105 N/m2
Cy = My ×ay = My ×
0.621 ×
36
Cy = 231.6 m/s
Refer isentropic flow table My = 0.621 =0.62, =1.4 (From gas table P. No. 30)
= 1.166
= 1.718
Refer isentropic flow table = 1.718 = 1.73, =1.4 (From gas table P. No. 29)
M2 = 0.36
= 0.975, = 0.914
T2 = 0.975 × Ty P2 = 0.914 ×
C2 = M2 ×a2 = M2 ×
= 0.36 ×
C2 = 137.6m/s
Result:
Mx = 1.78
Ty = 346.28K
Cy = 231.6 m/s
M2 = 0.36
T2 =363.6K
C2 = 137.6m/s
37
= = 1.5
My = 0.604
= 0.786
Refer isentropic flow table My = 0.604, =1.4 from gas table P. No. 29
38
= 1.188
Refer isentropic flow table = 1.584, =1.4 from gas table P. No. 29
M2 =40
= (0.21×106) – (1.65×105)
Result:
M2 = 0.4
P2 =1.476×105 N/m2
P = 0.45 × 105 N/m2
4. .Air flows adiabatically in a pipe. A normal shock wave is formed. The pressure and
temperature of air before the shock are 150 KN/m2 and 25oc respectively. The
pressure just after the shock is 350 KN/m2.
Find,
(i) Mach number before shock
(ii) Mach number, static temperature and velocity of air after the shock wave.
Given:
Tx = 25+273= 298 k
To Find:
(i) Mx
(ii) M y, Ty, Cy
(iii) ρy-ρx
(iv) ΔPo
(v) Δs
Solution
Mx=1.46, My=0.716
Ty =385.61 k
Poy = 3.265 × Px
= 3.265 × 150 × 10
Poy = 489.75 N/m2
40
My = Cy/a y
Cy = M y × a y = M y y
= 0.76 ×
Cy = 281.8 m/s
ρx= =
ρx = 1.755 kg/m3
ρy = =
ρy = 3.162 kg/m3
= 3.162-1.758
= 1.409 kg/m3
Change in entropy
Δs= R ln
Δs = 17.148 J/kgk
41
Result
5 .An oblique waves occur at the leading edge of a symmetrical wedge. Air has a
mach number of 2.1 and deflection angle of 150 .Determine strong and weak waves.
1. Wave angle
2. Pressure ratio
3. Density ratio
4. Temperature ratio
5. Downstream mach number
Given:
Upstream mach number of oblique shock M1 = 2.1
Deflection angle δ = 15 0
To find:
1. Wave angle σ
2. Pressure ratio P2/P1
3. Density ratio ρ2/ρ1
4. Temperature ratio T2/T1
5. Downstream mach number of oblique shock M2
Solution:
42
Upstream Mx = M1 sinσ
Mx = 2.1 sin 80.8o
= 2.07
Refer normal shock table for Mx = 2.07, γ = 1.4 From gas table P. No. 53
My = 0.565
M2 = My / sin(σ - δ)
= 0.565 / sin(80.8 – 15)
M2 = 0.619
Density at exit
ρ2 = P2/RT2
Density at entry
ρ1 = P1/RT1
= 4.832*(1/1.745)
ρ2/ρ1 = 2.769
M2= My/sin(σ - δ)
= 0.727/sin(43 - 15)
M2 = 1.548
43
Density at exit
ρ2 = P2/RT2
Density at entry
ρ1 = P1/RT1
Result
For strong wave
σ (strong)= 80.80
P2/P1 = 4.832
ρ2/ρ1 = 2.769
T2/T1 = 1.745
M2 = 0.619
For weak wave
σ (weak)= 430
P2/P1 = 2.219
ρ2/ρ1 = 1.741
T2/T1 = 1.274
M2 = 1.548
44
Unit – IV
JET PROPULSION
PART - A
1. What is meant by a jet propulsion system?
It is the propulsion of a jet aircraft (or) other missiles by the reaction of jet coming out with
high velocity. The jet propulsion in used when the oxygen is obtained from the
surrounding atmosphere.
2. How will you classify propulsive engines?
The jet propulsion engines are classified i n to:
i. Air breathing engines and
ii. Rocket engines which do not use atmospheric air.
45
7. Why a ram jet engine does not require a compressor and a turbine?
In general, the speed of a ram jet engine is supersonic (the range of Mach number) is
very high. At this flight speed the contribution of the compressor to the total static pressure
rise is insignificant. Hence, arm jet engine does not require compressor and turbine.
Exhaust gases from the turbine have large quantity of oxygen, which can support the
combustion of additional fuel. Thus if a suitable burner is installed between the turbine and
exhaust nozzle, a considerable amount of fuel can be burned in this section to produce
temperatures entering the nozzle as high as 1900°C. The increased temperature greatly
augments the exhaust gas velocity, and hence provides the thrust increase.
The force which propels the aircraft forward at a given speed is called thrust (or) propulsive
force. Propulsive efficiency is defined as the ratio between propulsive power (or) thrust power
to the power output of the engine.
ηp =
10. How is turbofan engine differ from turbo prop engine? [Nov/Dec 2008]
Turbo Prop Engine Turbo fan engine
46
11. What is the difference between shaft propulsion and jet propulsion?
Part B
Construction:
The construction of Ramjet Engine is shown in fig. which is simplest types of air-breathing engine.
It consists of:
47
rise is called the ram pressure.The function of nozzle is to convert pressure energy of gas into
kinetic energy.
Working:
o Air from the atmosphere enters the engine at a very high speed and its velocity gets reduced
and its static pressure is increased by supersonic diffuser.
o Then the air passes through the subsonic diffuser and its velocity further reduces to subsonic
value. Due to this, the pressure of air increases to ignition pressure.
o Then the high pressure air flows into the combustion chamber. In the combustion chamber,
the fuel is injected by suitable injectors and the air fuel mixture is burnt.
o The highly heated products of combustion gases are then allowed to expand in the exhaust
nozzle section.
o In the nozzle pressure energy of the gas is converted into kinetic energy. So the gases
coming out form the unit with very high velocity.
o Due to high velocity of gases coming out from the unit, a reaction or thrust is produced in the
opposite direction. This thrust propels the air craft.
o Ramjet produces very high thrust with high efficiency at supersonic speeds. So, it is best
suitable for high speed aircrafts.
48
o The air enters the engine with a supersonic speed must be reduced to subsonic speed. This is
necessary to prevent the blow out of the flame in the combustion chamber. The velocity must
be small enough to make it possible to add the required quantity of fuel for stable
combustion.
o Both theory and experiment indicate that the speed of the air entering the combustion
chamber should not be higher than that corresponding to a local mach number of 0.2
approximately.
Advantages:
Ramjet engine is very simple and does not have any moving part.
Cost is low
Less maintenance
The specific fuel consumption is better than other gas turbine power plants at high speed.
There is no upper limit to the flight speed.
Light weight when compared with turbojet engine.
Disadvantages:
Since the take-off thrust is zero, it is not possible to start a ramjet engine without an
external launching device.
The combustion chamber required flame holder to stabilize the combustion due to high
speed of air.
It is very difficult to design a diffuser which will give good pressure recovery over a wide
range of speeds.
It has low thermal efficiency.
Applications:
It is widely used in high speed aircrafts and missiles due to its high thrust and high
operational speed.
Subsonic ramjets are used in target weapons.
The construction of pulse jet engine is shown in fig. which is similar to ramjet engine.
49
It consists of:
A valve grid which contains springs that close on their own spring pressure.
A diffuser.
Combustion chamber.
Spark plug.
A tail pipe (or discharge nozzle)
The function of diffuser is to convert the kinetic energy of the entering air into pressure energy.
The function of nozzle is to convert pressure energy of gas into kinetic energy.
Working:
o Air from the atmosphere enters into pulse jet engine. The air velocity gets reduced and its
static pressure is increased by diffuser.
o When a certain pressure difference exists across the valve grid, the valve will open and allow
the air to enter into the combustion chamber.
o In the combustion chamber, fuel is mixed with air and combustion starts by the use of spark
plug.
o Once the combustion starts it proceeds at constant volume. So there is a rapid increase in
pressure, which causes the valve to close rapidly.
o The highly heated products of combustion gases are then allowed to expand in the exhaust
nozzle (Tail pipe) section.
50
o In the nozzle pressure energy of the gas is converted into kinetic energy. So the gases
coming out from the unit with very high velocity.
o Due to high velocity of gases coming out form the unit, a reaction (or) thrust is produced in
the opposite direction. This thrust propels the air craft.
o Since the combustion process causes the pressure to increases, the engine can operate even at
static condition once it gets started.
o When the combustion products accelerate from the chamber, they have leave a slight
vacuum in the combustion chamber. This, in turn, produces sufficient pressure drop across
the valve grid, allowing the valves to open again and new charge of air enters the combustion
chamber.
Advantages:
It is used in subsonic flights, German V-I missiles, Target aircraft missiles, etc..
TURBOJET ENGINE
The two air-breathing engines described so far are simple in construction and they have not
been used very extensively. The most common type of air-breathing engine is Turbojet engine.
51
Construction:
It consists of:
Diffuser
Rotary compressor
Combustion chamber
Turbine and
Exhaust nozzle
The function of the diffuser is to convert the kinetic energy of the entering air into pressure energy.
The function of the nozzle is to convert the pressure energy of the combustion gases into kinetic
energy.
Working:
o Air from the atmosphere enters into turbojet engine. The air velocity gets reduced and its
static pressure is increased by diffuser.
o Then the air passes through the rotary compressor in which the air is further compressed.
o Then the high pressure air flows into the combustion chamber. In the combustion chamber,
the fuel is injected by suitable injectors and the air-fuel mixture is burnt, heat is supplied at
constant pressure.
o The highly heated products of combustion gases are then enters the turbine and partially
expanded.
o The power produced by the turbine is just sufficient to drive the compressor, fuel pump and
other auxiliaries.
o The hot gases from the turbine are then allowed to expand in the exhaust nozzle section.
52
o In the nozzle, pressure energy of the gas is converted into kinetic energy. So the gases
coming out from the unit with very high velocity.
o Due to high velocity of gases coming out from the unit, a reaction or thrust is produced in the
opposite direction. This thrust propels the air craft.
o Like ramjet engine, the turbojet engine is a continuous flow engine.
o Because of turbine material limitations, only a limited amount of fuel can be burnt in the
combustion chamber.
Advantages:
Construction is simple
Less wear and tear
Less maintenance cost
It runs smoothly because continuous thrust is produced by continuous combustion of fuel.
The speed of a turbojet is not limited by the propeller and it can attain higher flight speed
than turbo propeller air crafts.
Low grade fuels like kerosene, paraffin, etc., can be used. This reduces the fuel cost.
Reheat is possible to increases the thrust.
Since turbojet engine has a compressor, it can be operated under static conditions.
Disadvantages:
Applications:
53
It is very similar to turbojet engine. In this type, the turbine drives the compressor and propeller.
Construction:
Diffuser Compressor
Combustion chamber
Turbine
Exhaust nozzle
Reduction gear and
Propeller
The function of diffuser is to convert the kinetic energy of the entering air into pressure energy.
The function of nozzle is to convert the pressure energy of the combustion gases into kinet ic energy.
The angular velocity of the shaft is very high. But the propeller cannot run at higher angular
velocity. So reduction gear box is provided before the power is transmitted to the propeller.
Working:
o Air from the atmosphere enters into turbo prop engine. The air velocity gets reduced and its
static pressure is increased by diffuser.
o Then the air passes through the rotary compressor in which the air is further compressed. So,
the static pressure of the air is further increased.
o Then the high pressure air flows into the combustion chamber. In the combustion chamber,
the fuel is injected by suitable injectors and the air-fuel mixture is burnt. Heat is supplied at
constant pressure.
54
o The highly heated products of combustion gases are then enters the turbine and partially
(about 80 to 90%) expanded.
o The power produced by the turbine is used to drive the compressor and propeller.
o Propeller is used to increase the flow rate of air which results in better fuel economy.
o The hot gases from the turbine are then allowed to expand in the exhaust nozzle section.
o In the nozzle, pressure energy of the gas is converted into kinetic energy. So the gases
coming out form the unit with very high velocity.
o Due to high velocity of gases coming out from the unit, a reaction (or) thrust is produced in
the opposite direction.
o The total thrust produced in this engine is the sum of the thrust produced by the propeller and
the thrust produced by the nozzle. This total thrust propels the air craft.
Advantages:
The main disadvantage is, the propeller efficiency is rapidly decreases at high speeds due to
shocks and flow separation.
It requires a reduction gear which increases the cost of the engine.
More space needed than turbojet engine.
Engine construction is more complicated.
55
advantages of both.
Working:
o Air from the atmosphere enters into turbofan engine, employing a low pressure ducted fan.
o The air after passing through the fan is divided into two streams, namely primary air and
secondary air.
o The primary air flow through the turbofan engine consisting of compressor,
combustion chamber, turbine and exhaust nozzle. Combustion takes place in the combustion
chamber and the thrust is produced in the opposite direction.
o The secondary air (or) by pass air (or) cold air at relatively lower pressure flows
around the turbofan engine and expands in the fan nozzle. Hence thrust is produced.
o The thrust developed by the secondary air is at lower velocity and the thrust developed by
the primary air is at much higher velocity.
o The total thrust produced in this engine is the sum of thrust produced by the primary air
and the secondary air . This total thrust propels the air craft.
o The ratio of the mass flow rates of cold air and the hot air is known as By Pass
Ratio.
Advantages:
56
The turbo prop engine is best suited for commercial and military air-craft operation due to its high
flexibility of operation and good fuel economy.
6. An aircraft flies at 960kmph. One of its turbojet engines takes in 40kg/s of air and expands
the gases to the ambient pressure. The air-fuel ratio is 50 and the lower calorific value of the
fuel is 43MJ/kg. For maximum thrust power determine a) Jet velocity b)Thrust c) Specific
thrust d)Thrust power e) Propulsive, thermal and overall efficiency f) TSFC [May-2008]
Solution:
U=
Jet velocity
Thrust, F = 11.094kN
Specific Thrust
57
Thrust power
Propulsive Efficiency
Thermal Efficiency
Overall efficiency
TSFC
7. A ramjet engine propels an aircraft at a Mach number of 1.4 and at an altitude of 6000 m.
The diameter of the inlet diffuser at entry is 40 cm and the calorific valve of the fuel is 43
MJ/kg. The stagnation temperature at the nozzle entry is 1500 K. The properties of the
combustion gases are same as those of air.
58
Combustion efficiency,
Given:
Altitude, z = 6000m
= 43
Diffuser efficiency,
Combustion efficiency,
Solution:
Ti = 249.15 K
59
ai = 316.5 m/s
M1 =
u = M1 x a1
flight speed,
A1 =
A1 0.125m2
We know that,
Diffuser efficiency,
0.92
Diffuser pressure,
We know that,
M2
At inlet,
60
M12
(1.4)2
0.97
0.02
0.02)
We know that,
Substituting value,
N/m2
RON = Roj =
61
Nozzle efficiency,
We know that,
Stagnation temperature, T0 = T+
1500 = 1129.5 +
= 744.70 m/s
we know that,
propulsive efficiency,
62
Thrust, F = c4 -
Result:
8. The flight speed of a turbojet is 800 km/h at 10,000 m altitude. The density of air at that
altitude is 0.17kg/m3. The drag for the plane is 6.8KN. The propulsive efficiency of the jet is
60%. Calculate the SFC, air-fuel ratio, jet velocity. Assume the calorific value of fuel is 45000
KJ/kg and overall efficiency of the turbojet plane is 18%
Given:
U = 222.22m/s Altitude,
z = 10,000 m Density,
kg/m3
Propulsive efficiency,
Overall efficiency,
63
To find:
i) SFC
ii) Air-fuel ratio
iii) Jet velocity
Solution:
We know that,
Propulsive efficiency,
0.60[Cj + 222.22] = 2
Overall efficiency
0.18 =
Thrust, F =
=[ ] Cj -
F = Cj -
6.8
64
TSFC -N
65
UNIT-V
SPACE PROPULSION
PART-A
If the propulsion unit contains its own oxygen supply for combustion purposes, the system
is known as “Rocket propulsion”.
i i i. N u c l e a r r o c k e t s a n d
i v. E l e c t ri c al r o c k e t s
If the fuel and oxidizer are different from each other in its chemical nature, then the
propellant is called bipropellant.
Example: Liquid oxygen – Gasoline
Hydrogen Peroxide – Hydrazine
Inhibitors are used to regulate (or prevent) the burning of propellant at some sections.
A liquid propellant which contains both the fuel and oxidizer in a single chemical is known
as “mono propellant”. e.g.,
i. Hydrogen peroxide
ii. Hydrazine
iv Nitromethane, etc.
A liquid propellant which contains the fuel and oxidizer in separate units is known as
bi-propellant. The commonly used bi-propellant combinations are:
OXIDIZER FUEL
a) Liquid oxygen a) Gasoline
9. Name few advantages of liquid propellant rockets over solid propellant rockets.
iii. Storing and transportation is easy as the fuel and oxidizer are kept separately.
67
Chemical propulsion is propulsion in which the thrust is provided by the product of a chemical
reaction, usually burning (or oxidizing) a fuel. The heats produced by the chemical reaction
heats up the product, making it expand . As it expands, it gets too big for the reaction
chamber and pushes out the back of the rocket. This provides thrust for the rocket.
PART-B
1. (i) Explain with a help of neat sketch the working of solid and liquid propellant rocket engine.
(NOV/DEC 2012)
SOLID PROPELLANTS
Gas generated in a solid propellant is produced by reaction of reducing and oxidizing agent
in the combustion chamber. The oxidizing agent is usually an inorganic slat or one or more
organic nitro compounds. The reducing agent is usually a polymeric organic binder
compound of carbon hydrogen and sometimes sulphur. The reducing agent imparts
mechanical strength to the propellant.
Construction:
68
Solid propellant is the combination of solid fuel ( plastic or resin material) and oxidizer
(Nitrates & per-chlorates)
Solid fuel & oxidizer is homogeneously mixed & packed inside the shell.
A liner is provided between the shell and the propellant. The purpose of the liner is to protect
the shell as high temperature will be generated during combustion process.
Working:
The igniters are located at the top and ignite the spark. So combustion takes place.
When the combustion take place in the combustion chamber , very high pressure and
temperature gases are produced
The highly heated products of combustion gases are then allowed to expand in the nozzle
section.
In the nozzle pressure energy of the gas is converted into kinetic energy. So the gases come
out from the unit with very high velocities.
Due to high velocities of gases coming out from the unit, a force or thrust is produced in
opposite direction. This thrust propels the rocket.
LIQUID PROPELLANT ROCKET ENGINE
Construction
69
Liquid fuel(refined petrol, liquid hydrogen, hydrazine etc) and liquid oxygen are used in this
engine
Liquid fuel and liquid oxygen are stored separately in two different tanks
Nozzle is used to increase the velocity and decrease the pressure of the gases
Working
Liquid fuel and liquid oxygen are pumped separately into a combustion chamber through
control valves.
Since the liquid fuel and liquid oxygen are stored at very low temperature , they are
preheated in the preheated to a suitable temperature
The preheated fuel-oxidizer mixture is injected into the combustion chamber through suitable
injector and combustion takes place.
When the combustion takes place in the combustion chamber , very high pressure and
temperature gases are produced
The highly heated products of combustion gases are then allowed to expand in nozzle
section.
In the nozzle, pressure energy of the gas is converted into kinetic energy. So the gases
coming out from the unit with the very high velocity.
Due to high velocity of gases coming out from the unit , a force or thrust is produced in the
opposite direction. This thrust propels the rocket.
Products of combustion should have low molecular weight to produce high jet velocity
70
It should be non corrosive and non reactive with components of the engine
Energy released during combustion per unit mass of the propellant combination should be
high
m = 0.5 Kg/s
d= 10cm
pc = 1.02 bar
Pa = 1.013 bar
F = 7KN
To find :
(i) Specific impulse, Is
(ii) Effective jet velocity, Cj
(iii) Actual jet velocity, Ce
(iv) Specific propellant consumption (SPC)
(v) F1 and Is1
Formula to be used:
(i) Specific impulse, Is =
(ii) Effective jet velocity. Cj = (F X g) / (wp)
(iii) Ac = Aj = d2
71
Solution:
Specific impulse, Is = =
= 142.71 seconds
Ac = Aj = d2 = X 102
= 78.54 cm2
F = mp Ce + (Pc - Pa) A
SPC = 1 / Is
b) The change in the ambient pressure to 10 mbar does no alter the nozzle exit pressure velocity and
propellant flow rate thrust due to decrease in ambient pressure increases.
= 7787.754 N
= 158.77 seconds.
Result:
72
3) (i) Explain the working of a turbo-pump feed system used in a liquid propellant rocket.
(APR/MAY-2010)
Liquid propellant rocket use liquid propellant that is fed under pressure from tanks into a
thrust chamber. In the thrust chamber the propellant react to form hot gases, which in turn
are accelerated and ejected at a high velocity through a supersonic nozzle, thereby imparting
momentum to the system. A liquid rocket unit usually permits repetitive operation and can
be started and shut-off at will. If the thrust chamber is provided with adequate cooling
capacity, it is possible t run liquid rockets for periods extending one hour, dependent only on
the propellant supply. A liquid propellant rocket system, is however, relatively complicated;
it requires several precision valves and a complex feed mechanism which often includes
propellant pumps, turbines or a propellant pressurising device, and a relatively intricate
combustion or thrust chamber.
One of the simplest and most common means of pressurising the propellant is to force them
out of their respective tanks by displacing them with high pressure gas. The gas is fed into
the propellant tanks at a controlled pressure, thereby giving a controlled propellant
discharge.
For low thrust and/or short duration, such as for space vehicles or anti-aircraft rockets, a feed
73
system of this type is preferred. The rocket engines with pressurised feed system can be very
reliable because of their simplicity.
A simple pressurised feed system consists essentially of a high pressure gas tank, a gas shut -
off and starting valve, a pressure regulator, propellant tanks, propellant valves and feed lines.
Additional components such as filling and draining provisions, check valves and filters are
also often incorporated.
After all tanks are filled, the high-pressure air valve is remotely actuated and admits air
through the pressure regulator at a constant pressure to the propellant tanks. The purpose of
the check valves is to prevent mixing of the oxidiser with the fuel when the unit is not in the
upright position. The propellant are fed to the thrust chamber by opening valves.
When the propellant are completely consumed, the pressuring air serves also as a scavenging
agent and cleans lines and valves of liquid propellant residue.
(ii) Describe the important properties of solid propellants desired for rocket propulsion. (8)
4. A rocket nozzle has a throat area of 18cm2 and combustor pressure of 25bar. If the specific
impulse is 127.42sec and the rate of flow of propellant is 44.145N/s, determine the thrust
coefficient, propellant weight flow coefficient, specific propellant consumption and
characteristic velocity.
Given data:-
Throat area A = 18cm2= 18x10-4 m2
74
To Find:-
Solution:-
We know that,
F = Isp x Wp
= 127.42 x 44.145
Thrust F = 5624.95N
(i) Thrust Coefficient CF = F/ P0A*
= 5624.95/ (25x105x18x10-4)
CF = 1.25
(ii) Propellant weight flow coefficient Cw=Wp / PoA*
= 44.145/(25x105x18x10-4)
Cw = 9.81x10 -3
(iii) Specific propellant consumption Spc
= Wp/F
= 44.145/5624.95
Spc = 7.84x10 -3s-1
Result :
75
5. Explain the rocket turbo pump feed system, ignition system and combustion system.
There are two methods to send the propellant from the tank to an engine combustion
chamber. One is performed using gas pressurization (gas pressurization type) and the other is
performed using pumps (pump type).
If we are going to obtain both high performance and a large thrust by the gas pressurization
system, the large scale tank which bears pressurization pressure will be heavily thick and the
rocket will be very powerless.
A pump solves this problem, because the pump can inhale the propellant of low pressure,
raises its pressure irrespective of the amount of flow and sends to the combustion chamber.
Generally, the pump is driven by a gas turbine. This combination is called a turbo pump
However, the save of weight of a rocket can be attained only by the use of a light weight
turbo pump.
Ignition System
With liquid and hybrid rockets, immediate ignition of the propellant(s) as they first enter the
combustion chamber is essential.
With liquid propellants (but not gaseous), failure to ignite within milliseconds usually causes
too much liquid propellant to be inside the chamber,
Ignition can be achieved by a number of different methods; a pyrotechnic charge can be
used, a plasma torch can be used, or electric spark plugs may be employed. Some
fuel/oxidizer combinations ignite on contact (hypergolic), and non-hypergolic fuels can be
"chemically ignited" by priming the fuel lines with hypergolic propellants (popular in
Russian engines).
76
Gaseous propellants generally will not cause hard starts, with rockets the total injector area is
less than the throat thus the chamber pressure tends to ambient prior to ignition and high
pressures cannot form even if the entire chamber is full of flammable gas at ignition.
Solid propellants are usually ignited with one-shot pyrotechnic devices.
Once ignited, rocket chambers are self-sustaining and igniters are not needed. Indeed
chambers often spontaneously reignite if they are restarted after being shut down for a few
seconds. However, when cooled, many rockets cannot be restarted without at least minor
maintenance, such as replacement of the pyrotechnic igniter.
Combustion System
All liquid rocket engines have tanks and pipes to store and transfer propellant, an injector
system, a combustion chamber which is very typically cylindrical, and one (sometimes two
77
or more) rocket nozzles. Liquid systems enable higher specific impulse than solids and
hybrid rocket engines and can provide very high tankage efficiency.
78
79
PART B - (5 x 16 = 80 marks)
11. (a) (i) Air flows down a variable area duct. Measurements' indicate that the
temperature is 278 I{ and the velocity is 150 m/a at a certain section
of the duct. Measurements at a second section indicate that the
temperature has decreased to 253 IL Assuming that the flow is
adiabatic an'd one dimensional, find the velocity at this second
section. (6)
(ii) Typical cruising speeds and altitudes for three commercial aircraft are:
Dash 8: Cruising speed- 500 km/hr at an altitude of 4500111. Boeing
747: Cruising speed: 978 kin/hr at, an altitude of 9500 m
Find the Mach number of the aircraft when flying at these cruise
conditions. (10)
Or
(b) Air flows through a nozzle which has inlet areas of 0.001 1112. If the air
has a velocity of 80 m/s, a temperature of 301 I{ and a pressure of
700 kPa at the inlet section and a pressure of 250 kpa at the exit, find the
mass flow rate through the nozzle and assuming one-dimensional
isentropic flow, the velocity at the exit section of the nozzle. (16)
12. (a) Air flews out of a pipe with a diameter of 0.3 m at a rate of 1000 m3/ min at a
pressure and temperature of 150 kPa and 293 I{ respectively. If the pipe is
50m long, find assuming that f = 0.005, the Mach number at the exit, the
inlet pressure and the inlet temperature. (16)
Or
(b) The condition of a gas in a combustor at entry is: p1 = 0.343 bar,
.r1 = 310 I{, c1 = 60 ,n/sec. Determine the Mach number, pressure,
temperature and velocity "at the exit if the increase in stagnation
enthalpy of the gas between entry and exit is ll'i2.5 kJ/kg. Take
c, = l.005 kJ/kg K. r = 1.4. (16)
13. (a) A normal shock occurs in the diverging section of a convergent - divergent
air nozzle. The throat area is 1/3 times exit area and the static pressure
at exit is 0.4 times the stagnation pressure at the entry. 'l'he flow is
throughout isentropic except through the shock. Determine:
2 51648
6. Give the fanno flow in h - s diagram show various Mach number regions and
write the fanno flow equation.
PART B - (5 x 16 = 80 marks)
11. (a) Air (r= 1.4, R = 287 J/kg K) enters a straight axis symmetric duct at
300K, 3.45 bar and 150 mis and leaves it at 277K, 2.058 bar and 260 mis.
The area of cross section at entry is 500 cm 2. Assuming adiabatic flow
determine (i) Stagnation temperature (ii) Maximum velocity (iii) Mass
flow rate (iv) Area of cross section at exit. (16)
Or
15. (a) Explain with neat sketches the principle of operation of (i) Turbofan
engine (ii) Turbojet engine. (16)
Or
(b) An aircraft takes 45kg/s of air from the atmosphere and flies at a speed of
950 kmph. The air fuel ratio is 50 and the calorific value of the fuel is
42 MJ/kg. For maximum thrust power, find:(i) Jet velocity (ii) Thrust
(iii) Specific thrust (iv) Thrust power (v) Propulsive efficiency
(vi) Thermal efficiency (vii) Overall efficiency (viii) Thrust specific fuel
consumption. (16)
3 41047
Sixth Semester
Mechanical Engineering
(Regulation 2008)
Time : Three hours Maximum : 100 marks
(Use of approved gas tables permitted)
3. Draw the p/pO along the length of a convergent divergent device when it
functions as nozzle.
6. For constant area Fanno flow how limiting length for the pipe is determined?.
8. Give the expression for PY/ P" in terms of mach number across normal shock.
11. (a) (i) An air jet at 400K has Sonic velocity. Determine (12)
(1) velocity of sound at 400K
(2) velocity of sound at stagnation condition
(3) maximum velocity of jet
(4) stagnation enthalpy and
(5) crocco number
(ii) Explain what is meant by stagnation properties of fluid and
supersonic flow. (4)
Or
(b) What is the effect of mach number on compressibility? Derive the
relation between pressure coefficient and mach number. (16)
12. (a) (i) A gas is isentropically expanded from 10 bar, 525°C in a nozzle
to a pressure of 7.0 bar. If the rate of flow of gas is 1.5
kg/sec.Determine (12)
(1) pressure velocity and temperature at the nozzle throat
and exit
(2) maximum possible velocity attainable by the gas and
(3) type of nozzle and its throat area.
Taker; 1.5 and R; 0.464 kJ/KgK.
(ii) Distinguish between the nozzle and diffusers. (4)
Or
(b) (1) Starting from adiabatic energy equation derive the following for a
one· dimensional isentropic flow in an axisymmetric (12
duct., )
dAJA;[(dpl;x:2)(1-M2)]
(ii) Explain the chocking condition with example. ( 4)
2 31047
Fifth Semester
Mechanical Engineering
(Regulation 2008)
A- (10 x 2 = 20 marks)
7. What is the range of Mach number down stream and upstream of normal .
shock?
PART B- (5 x 16 = 80 marks)
Or
(b) (i) An air jet at 400 K has sonic velocity. Determine (1) velocity
of sound at 400 K, (2) velocity of sound at stagnation
condition (3) maximum velocity of jet (4) stagnation enthalpy and
(5) crocco number. (12)
12. (a) Derive an expression for mass flow rate through varying cross sectional
area for isentropic flow in terms of pressure ratio. (16)
Or
(b) A supersonic wind tunnel is designed for M = 2 with a throat section
890 cm2• The air at 1.2 bar and 25°C is supplied with negligible velocity.
Find the mass Ilow rate, the area of test section and the fluid property at
the throat and test section. (16)
13. (a) Adiabatic Ilow of air takes place in a constant area duct. Because of
friction, the Mach number increases from 0.3 to 0. 7. The initial
temperature of air is 400 Kand the pressure is 20 bar. Determine (i) the
final pressure (ii) the final temperature (iii) the ratio of density and
(iv) mass flow per unit cross section. (16)
Or
(b) (i) What are the effects of heat addition and removal from a gas during
Rayleigh flow? (6)
14. (a) Starting from energy equation derive Prandtl-Mayer equation. (16)
Or
(b) Estimate the Mach number, pressure, temperature and velocity of a gas
at the downstream of a shock if the gas at the upstream of the shock has
a pressure of 2 bar at 275 I{. The upstream Mach number is 1.8. The
specific heat ratio for gas is 1.3 while R is 469 J/kgK (16)
2 21046
15. (a) (i} With T-S ctiagram, explain the working of a turbo-jet system. (10)
(ii) Give the differences with merits and demerits of turbo-prop and
turbo-Jct engine. (6)
Or
(b) (i) Explain with the help of neat sketch the working of solid and liquid
propellant rocket engine. (10)
Stxth Semester
Mechanical Engineering
(Regulation 2008)
4. Draw the variation of Mach number along the length of a convergent divergent
duct when it act as a
(a) Nozzle
(b) Diffuser.