AFTERBURNER SYSTEM
Afterburners are used to greatly increase the thrust and therefore the speed of aircraft for relatively
short periods by increasing the fuel flow. The afterburner position of the engine is generally located immediately behind
the turbine section and forward of the exhaust nozzle. It is also known as reheating and is a method of periodically
augmenting the basic thrust of the turbojet and, more recently the turbofan engine without having to use a larger
engine with its concurrent penalties of increased fontal area and weight.
It increases thrust by adding fuel to the exhaust gases after they have passed through the turbine section .At this
point of exhaust there is still much uncombined oxygen in the exhaust. The resultant increase in temperature raises the
velocity of the exiting gases and therefore boosts engine thrust.
Most after burner will produce an approximate 50 percent thrust increase but with a corresponding
threefold increase in fuel flow since the fuel consumption is considerably high during the time the engine is in
afterburning or “hot” operation as compared to the non afterburning or “cold” mode of operation. It is used only for the
time limited operation of take off, climb and maximum bursts of speed.
Components of a typical afterburner are-
1. Engine or turbine driven afterburner fuel pump
2. Afterburner fuel control.
3. Spray nozzle or spray bars.
4. Torch igniter.
5. Flame holders.
6. Variable area exhaust nozzle.
7. Connections from main fuel control throttle and engine.
8. screech liner
Operation-
The tailpipe entrance is fitted with a fuel manifold with spray nozzles (or spray-bars) to inject fuel into the
tailpipe. The fuel and air mixture is ignited and burn in the afterburner. The additional heat generated by combustion
accelerates the exhaust gases and creates additional thrust. To ensure thorough fuel-air mixing, a tubular grid or spoke-
shaped obstruction, called a flame holder, is placed downstream of the fuel nozzles. The flame holder creates
turbulence, which causes the approaching gases to swirl and mix thoroughly.
With the afterburner in operation the jet nozzle area must be increased. Otherwise, back pressure would
increase at the discharge of the turbine, result in a temperature rise beyond a permissible safe limit and affect the
compressor’s stall characteristics. The finger type variable area nozzle has a number of flaps extending from the outer
skin of the exhaust pipe .The angle of the flaps produces a larger or smaller exit area. It may be operated electrically
hydraulically or pneumatically.
Ignition occurs in of several ways-
1. Hot streak ignition:- In this system an extra quantity of fuel injected into one of the combustion
chambers. The resulting streak of hot gases ignites the afterburner fuel.
2. Torch ignition:- A pilot light located in the area of the spray bars is fed fuel and ignited with it’s
open ignition system .The system work continuously during afterburner operation .
3. Electric spark ignition:- A device similar to a spark plug many be used to initiate afterburner ignition
.
These system are used because spontaneous ignition of the afterburner fuel cannot be depended on, especially at
high altitudes where the atmospheric pressure is low .
A screech or anti howl liner fits into the inner wall of the duct the lines is generally corrugated and perforated with
thousand of small holes .The liner prevents extreme high frequency and amplitude pressure fluctuation resulting from
combustion instability or the unsteady release of heat energy. Screech results in excessive noise, vibration heat transfer
rates and temperatures that cause rapid physical destruction of the afterburner components .The screech liner tends to
absorb and dampen those pressure fluctuations.
