J. Basic. Appl. Sci. Res.

, 2(11)11239-11253, 2012 ISSN 2090-4304

Journal of Basic and Applied
© 2012, TextRoad Publication
Scientific Research
www.textroad.com

Thermodynamic Study of Turbofan Engine in Off-Design Conditions

Mofid Gorji, Admin Kazemi, Davood Domiri Ganji

Department of Mechanical, Babol University of Technology, Babol, 484, Islamic Republic of Iran.

ABSTRACT

In this paper Turbofan engine performance graphs including thrust, thrust specific fuel consumption and
thermal, propulsive and the overall efficiencies, also the graphs of turbofan components such as the high
pressure and low pressure compressor pressure ratio, exit temperature pressure from high pressure compressor,
combustor inlet temperature, corrected inlet mass flow rate of compressor and fan and bypass ratio, that is
controlled by the engine control system were drawn based on inlet Mach number and various flight heights.
Graphs have been analyzed and the effect of each of the aforementioned parameters was observed on
performance graphs. Also, in order to yield more accurate solutions, the method of generating performance
graphs has been modified.
KEYWORDS: Turbofan, Off-Design ,Mach number.

1. INTRODUCTION

Motor thermodynamic analysis includes assessing changes in thermodynamics of operating fluid passing
into engine. This study can be divided into two entirely distinct groups: On-design analysis (Parametric Cycle
Analysis) and Off-Design Analysis (engine Performance Analysis). In On-Design Analysis, the geometry of
engine is not considered and in studying the performance diagram related to this analysis, each point represents
a different engine. It is said that On-Design Analysis examines a Rubber Engine (1). To estimate engine
performance in different air conditions, a modeling approach is needed that is capable of describing the
behavior of engine components in the absence of On-Design conditions. In the late sixties, it was found
sufficient to optimize the engine in a specific working point. But today, mainly for economic reasons, existence
of an off-design model is necessary in early stages of design. (2). When a gas turbine engine is designed and
built, its degree of freedom depends on available technology, the demands of designer and the engine's main
applications (3). When the engine is installed on an aircraft, its efficiency changes with throttle setting and
flying conditions and is limited by engine control system (4). The goal of all Off-Design models is to calculate
fluid state in different locations of main stream in engine. Using these results, thrust, fuel consumption and all
major parameters of engine components can be derived. Cohen and et al in (5) explain that performance
properties of individual components of the engine can be obtained from actual test. When engine components
are assembled, the performance range of each component is reduced in engine. When the engine is operating in
steady speed or equilibrium, depending on the type of gas turbine, equilibrium running zone can be drawn for a
range of different speeds on the compressor characteristic curve until equilibrium running line or zone is
obtained. When the running condition is determined, running curves of thrust or specific fuel consumption can
be achieved. Oates in (4) Explains that Off-Design Analysis can be done in two ways. The first considered case
is that efficiencies of components are unknown; therefore they must be estimated as a function of Performance
conditions. This method is used to calculate the primary estimate of the engine's performance. In the second
case, components of engine have been built and tested; therefore performance characteristics of the engine
components are available. Thus, combination performance of compressor, combustion chamber and turbine are
predictable. These combined characteristics, called pumping characteristics, can be used to predict the overall
performance of engine. Thus, methods of combining each of the components characteristics in order to obtain
pumping characteristics are provided.Once this phase has been completed, operating characteristics will be
obtained. For simplicity, the example of a turbojet engine is presented. First, simple gas generator equation is
obtained and after having been connected to nuzzle, final equations are generated. Also Walsh acquires
performance graphs by using β Lines and Referred Performance Charts (3). Mattingly in (6) and (1) analyzes
engine performance by replacing constant values obtained in function of engine pressure ratio and temperature
ratio, in a state of Off-Design, with values of same function at design point. As will be explained further in this
study, recent analysis will be used for analysis of turbofan engines in a state of Off-Design. Suggestions for
improving the results are also presented. Zero-dimensional model is used in this analysis. These models, with
regard to their simplicity and self-explanatory nature which is independent of the exact geometry of the engine,
are among the most commonly used models in the world of turbo-machinery (2).

Corresponding Author: Admin Kazemi, Department of Mechanical, Babol University of Technology, Babol, 484, Islamic
Republic of Iran.
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2. Solving Methods and Hypotheses

Describing and predicting the engine performance in different flight conditions and throttle settings is done
using relationships which are based on the application of mass, energy, momentum and entropy consideration to
the steady flow of perfect gas, in a steady state operating point of engine. Also if the relationship between
temperature ratio and pressure ratio, in a steady state operating point, is equal to constant value, the constant
value can be evaluated at a reference (design) condition that is expressed by the subtitles R. Thus:
f  ,    cte  f  ,  
R R
(1)
This method that is based on the replacement of constant values of pressure ratio and temperature ratio
functions in a state of an off-design, with the same function in condition of design point, is alternatively used in
problem analysis. Sea-Level Static conditions are considered as design point conditions for values of the gas
turbine engine variables (6) and (1). In turbofan engines the considered case is that high-pressure and low-
pressure turbine inlet will choke as sonic stream in inlet guide vanes in turbine will be supersonic in the first
stage of the rotor and this leads to a more productive power in the turbine. Furthermore, we assume the throat
areas where choking in high pressure and low-pressure turbine entrance nozzle occures are constant. this
turbines is called Fixed-area Turbine (FAT). These hypotheses are valid in a wide operating range for modern
gas turbine engines (6). As well, based on Reference hypotheses (6), pressure ratio of combustion chamber (πb) ,
main exit nozzle (πn ) and bypass exit nozzle (πfn) and efficiency of components towards design point values do
not change. Turbine cooling and the leakage effects are ignored and no power is removed from turbine to drive
accessories. Gas in upstream and downstream of the combustion chamber is considered calorically perfect.

3. Off-design equations of turbofan

Figure 1 shows a turbofan engine. Turbine and compressor are divided into two parts of low pressure and
high pressure. High-pressure turbine drives the high-pressure compressor through High Pressure Spool.also
Low-pressure turbine drives fan and low pressure compressor through Low Pressure Spool.

Figure 1) turbofan engine (6)

Mass flow passing through the engine core and fan are m  C and m F respectively. The ratio of passing mass
flow from the fan to passing mass flow from the core is introduced as Bypass Ratio and is shown with α thus:
m F
 (2)
m C
The mass flow parameter is a function of Mach number and is defined as follows:

m T t m PV V P g c g c P
MFP  ,  V     M
Pt A A RT  g c RT RT R T

 g c P Pt
MFP M   M (3)
R T Tt
Also Mass flow ratio of air to fuel in the combustion chamber is defined as follows:
m fuel
f  (4)
m air
Since the exhaust nozzles have fixed areas, this gas turbine has four independent variables including
T0,M0,Tt4,P0. Also 11 dependent variables are obtained as follows:
High pressure Turbine - inlet mass flow rate of low pressure turbine and high pressure is equal to each other.
Therefore:

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 J. Basic. Appl. Sci. Res., 2(11)11239-11253, 2012

Pt 4 P
m 4  A4 MFP M 4   m 4 .5  t 4 .5 A4 .5 MFP M 4 .5 
Tt 4 Tt 4 . 5
 4 and m 4.5 to have constant values:
Assuming constant area and choking in these sections cause m

Pt 4.5 Tt 4 
  tH  cte
Pt 4 Tt 4.5  tH
Also, according to the constant value of  tH ،  tH and  tH will have fix values.
Low-pressure turbine - inlet mass flow rate of low-pressure turbine is equal to outlet mass flow rate of the exit
nozzle:
Pt 4.5 P
m 4.5  A4.5 MFP (M 4.5 )  m 9  t 9 A9 MFP (M 9 ) 
Tt 4.5 Tt 9
Pt 9 Pt 5 T T A
   t 4.5  t 5 MFP( M 9 )  4.5 MFP( M 4.5 )
Pt 5 Pt 4.5 Tt 5 Tt 9 A9
Pt 5 A4.5
According to the constant value of and , choking in the low pressure turbine inlet, and
Pt 9 A9
equity Tt 9  Tt 5 , the above equation with respect to what was expressed in equation 1, can be simplified into the
following equations:

 tL P A  tL  tLR
MFP ( M 9 )  t 5  4 . 5 MFP ( M 4 . 5 )  cte  MFP ( M 9 )  MFP ( M 9 R )
 tL P t9 A 9  tL  tLR

 tL MFP ( M 9 R )
 tL   tLR (5)
 tLR MFP ( M 9 )
 t 1
 
 tL  1   tL  1   tL  t  (6)
 
High pressure compressor - according to power balance between turbine and the high-pressure compressor:

m 4
 mH m 4c pt Tt 4  Tt 4.5   m 2.5c pc Tt 3  Tt 2.5    mH c ptTt 4 1   tH   c pcTt 2.5  cH  1
m 2.5
m 4 m  m f m T T T
 2 .5  1  f  1  f , Tt 2.5  t 2.5  t 2  t 0  T0   f  1   r  T0   r f T0
m 2.5 m 2.5 m 2.5 Tt 2 Tt 0 T0
T0 c
 r f  cH  1  mH (1  f )(1   tH ) pt  cte   rR fR T0 R  cH  1R
Tt 4 c pc Tt 4 R
Tt 4 / T0 ( r f ) R
 cH  1  ( cH  1) R (7)
(Tt 4 / T0 ) R  r f
Also
c
 c 1 (8)
 cH  1   cH  cH  1
Low pressure compressors – because the low pressure compressor and fan are on a spool, increasing low-
pressure compressor enthalpy is proportional with increasing fan enthalpy therefore:
 cL  1  1
Tt 2.5  Tt 2  K Tt19  Tt 2    cL  1  K  f  1   K  cLR
 f 1  fR  1
And ratios of temperature and pressure of the low pressure compressor are obtained:

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 Gorji et al., 2012

 1
 cL  1   f  1 cLR (9)
 fR  1
c
 cL  1   cL  cL  1  c 1 (10)
From the power balance between the low-pressure turbine, the fan and low pressure compressor we have:

m F c pc (Tt19  Tt 2 )  m C c pc (Tt 2.5  Tt 2 )   mL m 4.5 c pt (Tt 4.5  Tt 5 )

Tt 4.5 Tt 4
m 4.5  m C  m F  m C 1  f  , m C   m C , Tt 2  Tt 0 , Tt 4.5    T0   tH T0
Tt 4 T0
Tt19 T T
  c pcTt 2 (  1)  c pcTt 2 ( t 2.5  1)   mL c pt tH T0 1  f (1  t 5 ) 
Tt 2 Tt 2 Tt 4.5
 T T 
Tt 2  ( t19  1)  ( t 2.5  1)
 
Tt 2 Tt 2     c pt 1  f (1  Tt 5 ) 
mL tH
 T0 c pc Tt 4.5
 r  ( f  1)  ( cL  1) c  rR  ( f  1)  ( cL  1)R
   mL tH pt 1  f   cte 
  (1   tL ) c pc   R (1   tL ) R
 1   tL   /  r  cLR  1   R ( fR  1) 
 f  1  ( fR  1)   (11)
 (1   tL ) R (  /  r ) R  cLR  1   ( fR  1) 
and also:
c
 f  1   f  f  1  c  1  (12)
Bypass ratio - in engine core, according to occurrence of choking in high-pressure turbine enterance, fixed inlet
area of turbine and constante value of fuel to air ratio, and replacing a constant value with reference values, we
have:
m 4 P A MFP ( M 4 ) m T A MFP ( M 4 ) m T
m C  m 4  m f   t4 4  C t4  4  cte  CR t 4 R
1 f Tt 4 1  f Pt4 1  f Pt4R

m C P Tt 4 R
 t4 (13)
m CR Pt 4 R Tt 4
Similarly for passing flow from bypass duct we have:
Pt19 A19 m F Tt19 1 m FR Tt19 R
m F  MFP (M 19 )    cte 
Tt19 Pt19 MFP ( M 19 ) A19 Pt19 R MFP ( M 19 R )
m F P Tt19 R MFP(M19 )
 t19 (14)
m FR Pt19 R Tt19 MFP(M19 R )
By replacing relations 2-16 and 2-17 both in relation related to bypass ratio:

m F m FR Pt19 Pt 4 R T T MFP( M 19 )
     t19 R  t 4 
m C m CR Pt 4 Pt19 R Tt 4 R Tt19 MFP( M 19 R )
According to:
Pt19 Pt 4 Pt 3 Pt 2.5
Pt19   Pt 2   fn   f  Pt 2 , Pt 4     Pt 2   b   cH   cL  Pt 2
Pt 2 Pt 3 Pt 2.5 Pt 2
Pt19  fn f

Pt 4  b cH  cL

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Also consider that Tt19  Tt 2.5

Tt 4 Tt 4 T0 Tt 0 T2.5 1 1 
        1  
Tt19 T0 Tt 0 Tt 2.5 Tt19 r  f  r f
 fn f P T  MFP( M19 )
  R   t 4 R  t19 R   
 b cH cL Pt19 R Tt 4 R  r f MFP( M19 R )
  cH  cL  r f  fn Pt 4 R T 1  R  cHR cLR  r f 
  R    t19 R   cte   
 f MFP ( M 19 )    b Pt19 R Tt 4 R MFP ( M 19 R )  fR MFP ( M 19 R )     R

 cHR   cLR    /( r f ) MFP( M19 )

fR
  R (15)
 cH   cL [  /( r f )]R MFP(M 19 R )
f
Mass flow rate of the engine:
Pt 4 A4 MFP (M 4 )
m 0  (1   )m C  (1   ) 
Tt 4 1 f
Pt 4 Pt 3 Pt 2.5 Pt 2 Pt 0 A MFP (M 4 )
 (1   )      P0  4  
Pt 3 Pt 2.5 Pt 2 Pt 0 P0 Tt 4 1 f
A4 MFP( M 4 )
 (1   ) b cH  cL d  r P0  
Tt 4 1 f
m 0 Tt 4 A  MFP(M 4 ) m 0 R Tt 4 R
  4 b  cte 
(1   ) P0 cH  cL d  r 1  f  (1   ) R ( P0 cH  cL d  r ) R
1  P    Tt 4 R
m 0  m 0 R  0 r d cL cH (16)
1   R ( P0 r d  cL cH ) R Tt 4
the outlet mach number at the main channel:

(  t 1) /  t
2 2  Pt 9  
M 9    1 (17)
  1  P9  

t
P P P    1   t 1
If the outlet of the main channel is not choking t 9  t 9 otherwise t 9   t 
P9 P0 P9  2 
Pt 9
  r  d  f  cH  b  tH  tL n
P0
exit Mach number in bypass channel:

(  c 1) /  c
2 2  Pt19  
M 19    1 (18)
  1  P19  

t
P P P    1   t 1
If the outlet of the main channel is not choking t19  t19 Otherwise t 19   t 
P19 P0 P19  2 
Pt19
  r  d  f  fn
P0

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 Gorji et al., 2012

According to above obtained equations,  tL , tL ,  , cL ,  cL ,  cH , cH ,  f , f , M 9 , M 19 are the

dependent variables of turbofan engine, which constitute a system consisting of 11 equations. These equations
should be solved by Iterative approach to obtain values.

4. design variables, objective functions and constraints

Among input parameters, the three parameters including flying height h0  , inlet Mach number M 0  , and
combuster exit temperature Tt 4  , are considered as design variables. As seen in the following relation, inlet air
mass into the engine is a function of inlet mach number and altitude of airplane.

Pti
m i  Ai  MFP(M i ) (19)
Tti
Combuster exit temperature Tt 4  is also one of the factors that the engine efficiency is sensitive to its
change. As shown in references (1) and (6), Pumping characteristic of a gas generator is a function of Tt 4 .The
most important outlet parameters assumed as objective functions in turbofan engine include Thrust, Thrust
Specific Fuel Consumption, Propulsive efficiency, Thermal efficiency, and Overall Efficiency (1). These
functions for turbofan engine are as follow (6):
F 
F  m 0   (20)
 m 0 
F 1  V R T / T 1  P0 / P9 
 a 0 (1  f ) 9  M 0  (1  f ) t 9 0 
m  1    a0 RcV9 / a 0 c 
(21)
 V T / T 1  P0 / P19 
 a 0   19  M 0  19 0 
1  a0 V19 / a 0 c 
f
S (22)
(1   ) F / m 0
2 M 0 (1  f )V9 / a0   V19 / a0   (1   ) M 0 
P  2 2 (23)
(1  f )V9 / a0    V19 / a0   (1   ) M 02

T 

a02 (1  f )(V9 / a0 ) 2   (V19 / a0 ) 2  (1   ) M 02  (24)
2 fhPR
o   PT (25)
Engine control must keep high-pressure and low-pressure compressor pressure ratio, compressor exit
temperature, corrected mass flow rate of fan and compressor and bypass ratio from exceeding specifiec value.
Compressor exit temperature as a function of compressor total temperature as well as the corrected mass flow
rate as a function of inlet mass flow rate will be calculated as follows:

Tt 3  Tt 3 Tt 2.5   Tt 2.5 Tt 2   Tt 0 T0   T0   cH   cL   r  T0   c   r  T0 (26)

Tt 2 Tt 0 T T
m 2 m 0 m 0 0 r
m i  i 288.13 288.13 288.13
m ci   m c 2    (27)
i Pt 2 Pt 0   d P0   r   d
101.3 101.3 101.3
5) Solving equations
The obtained equations in the third part must be solved by iterative method. Reference values of engine are
considered as the initial guess.
 tL   tLR ,  f   fR ,  cL   cLR ,  tL  
(28)

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With this assumption, functions of the number (7) to (18) are calculated, this process is repeated until the
difference between the values obtained from bypass ratio   , low pressure turbine temperature ratio  tL  , high
pressure compressor temperature ratio  cH  , low pressure temperature ratio  cL  and fan temperature
ratio  , are less than 0.0001 from the corresponding values of Previous step. If the mentioned condition is
f
established, solutions obtained as converged solutions are used to calculate the values of performance in relations
(20) to (25) . above methods can be used for drawing off-design performance graphs .On the other hand, the engine
control system controls the various components performance of gas turbine so that the combuster exit
temperature Tt 4  , high-pressure and low-pressure compressor ratio  cH ,  cL  , fan pressure ratio  f , the  
compressor exit temperature Tt 3  , corrected mass flow rate of compressor m  c 2  and bypass ratio   do not
exceed from permissible values. Some of these limitations including exit temperature of combuster and exit
temperature of the compressor are due to limited temperature tolerance of the parts.It also controls mass flow rate
in compressor and compressor pressure ratio of low and high pressure compressor to prevent the occurrence of
surge and stall in the engine.Controlling the above-Mentioned parameters within the desired range is done by
reducing Tt 4  .Figure 2 shows the flowchart of drawing performance charts of turbofan engine.

Reference values of motor (design point)

Initial guess for the values of temperature ratio

and pressure ratio of low pressure turbine,
temperature ratio of fan and low pressure
compressor according to Equation 28

Solving equations 7 to 18

Replacement values obtained

from ratio of temperature ratio No Difference between the
and pressure ratio of low values obtained from
pressure turbine, temperature  , tL , cH , cL , f are less
ratio of fan and low pressure than 0.0001 from the
compressor with previous corresponding values of
values. previous step.

Yes

No
Are constraints in
permissible range? Reduction Tt4

Yes

Calculation of performance functions

Figure 2) Flowchart of drawing performance diagrams of turbofan engine

6. Performance charts
In this part, performance charts of a turbofan engine in off-design condition are obtained. Referred values
of engine (design point) in sea level and zero Mach number are as follow:

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 Gorji et al., 2012

  8  f  2  cL  4  cH  8 Tt 4  1890K m 0  760 kg sec hPR  42800 kJ kg

 c  1.4  t  1.3 C pc  1.004 C pt  1.239  tH  0.7580 tH  0.9625  tL  0.7262
tL  0.9636 cH  cL  0.8512  f  0.8815  mH  0.9915 mL  0.997 b  0.99
 b  0.96  n   fn   d max  0.99

The compressor pressure ratio is limited to 32. Also maximum exit temperature of the combuster and
compressor are 1890 and 890 Kelvin respectively. In this case, bypass ratio, fan and the compressor pressure
ratio, combuster and compressor exit temperatures and corrected mass flow rate of compressor and the fan are
controlled by engine controller. Turbofan engine performance charts based on variables of flight speed, at
different altitude are drawn and presented. In figure 3 changes in the thrust is drawn versus mach number at
various flight heights. As can be seen, as altitude increases, flight speed change has less effect on the thrust. As
in h  12 thrust is almost constant. Also in h  0 and h  1.5 an increase in flight speed led to a significant
decrease in the thrust force. For a closer look, three heights of h  0 , h  3 and h  9 are being investigated.

Investigation in h  0 km
 cC (figure 9)
In Figures 9 and 10 corrected mass flow of the compressor and fan are drawn respectively. m
will reduce from Design amount 85.3 kg sec in zero mach number to 57.77 kg sec in mach number one.
 cF (figure 10) will reduce from Design amount 682.38 kg sec to 564.93 kg sec . In both charts of
Similary m
 cC and m cF are below the critical values. In Figure 8, with
Figures 9 and 10 it can be seen that the amount of m
 0 increases from amount designed in zero Mach number 760 kg sec  , to
an increase in flight Mach number, m
amount 1060 kg sec . Figure12 shows changes of fan pressure ratio based on Mach number. Fan pressure ratio
decreased from a value of 2 in zero Mach number to value 1.598 in Mach number one. Figure 15 shows the
Compressor pressure ratio decreases with increasing Mach number. In figures 13 and 14, these changes are
presented separately for the low-pressure compressor and high pressure compressor. In Figure 15, with
increasing Mach number from zero to one, compressor pressure ratio decrease at the rate of 57% from the
amount of 32. Similarly this decreasing in the low-pressure compressor and in high pressure compressor is 87%
and 66% (figure 13 and 14). The incremental change of Bypass ratio from its design point in zero Mach number
to 10.31 in Mach number one is shown in Figure 11. Also Incremental Changes of compressor exit temperature
Tt 3  versus increases in flight speed is shown in Figure 16. These changes start from 884K in Zero Mach
number and continue to Mach number 0.44 . From Mach number 0.44 to Mach number one, the maximum
increase in temperature would be controlled at 890K . This control is done by reducing the exit temperature of
the Combustor Tt 4  .Therefore, as seen in Figure 17 ,in Mach number range between 0 and 0.44, Tt 4 remains
in design amount of 1890K and then is reduced to maintain Tt 3 at its maximum value and this continues until
Mach number one. At this point Tt 4 reaches 1817K .In Figure 18 the core ratio of inlet pressure to exit
pressure P0 P9  , from value of 0.91 in zero Mach number reaches to 0.8353 in Mach number one . This graph
has break in a flight Mach number of 0.44 , which is due to control Tt 3 . In figure 19, bypass inlet to exit pressure
P0 P19  changes rates, increases by increasing the Mach number. Also this function decrease from value of
0.966 in zero Mach number to value of 0.639 in Mach number one.

Investigation in h  3 km
As it can be seen in figure 3, the chart has a breakpoint in flight Mach number 0.6 . Also, it is seen that
thrust decreases with an increase in Mach number. The breakpoint is due to the fact that all of constraints
functions in figure 9 to 14 have reached their design value in Mach number 0.6 , thus, by decreasing Tt 4 (Figure
17) they are maintained at their design value. As seen in Figure 17, Tt 4 in Flight Mach numbers less than 0.6 is
less than its design value. Also, in Mach numbers higher than 0.76 the value of Tt 4 decrease from its maximum
value. This is due to the fact that in this range, function of Tt 3 (Figure 16) has reached its maximum value. As

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 J. Basic. Appl. Sci. Res., 2(11)11239-11253, 2012

can be seen in figure 16, Tt 3 increases with increase in flight Mach number. The mentioned figure has two
breakpoints, in flight mach 0.6, due to a decrease in the amount of Tt 4 in order to control constraints and in
flight Mach number 0.76, as Tt 3 has reached its maximum value. As can be seen in Figures 18 and 19, two
functions P0 P9 and P0 P19 decrease with increase in Mach number values and have break points in Mach
number 0.6.

Investigation in h  9 km
As can be seen in Figure 3, in all Mach number values, thrust is nearly constant. There is no break in the
curve. This is due to the fact that all constraints have reached the values of design extrema (figures 9-14) and
have been controlled as Tt 4 decreases from value 1890K (Figure 17). Therefore, in Figure 17, the Tt 4 graph for
all values of flight Mach numbers is less than 1890K and It is evident that it increases as Flight Mach number
increases. As seen in Figure 16, values of Tt 3 for all flight Mach number range is less than the maximum values
and the changes trend is rising with increasing flight Mach number.
Know we'll examine other objective functions. Figure 4 shows changes of specific fuel consumption in
terms of the Mach number. As can be seen, specific fuel consumption will be increased with constant rate with
increasing of Mach number. Figure 5 shows the change of thermal efficiency with flight mach Number at
various heights. It is seen that thermal efficiency decreases when Mach number increases. Also, in range of
flight Mach values 0 to 0.2 thermal efficiency remains constant in all flight heights. Figure 6 shows increasing
change of thrust efficiency by flight Mach number. As it is seen, in flight mach values 0 to 0.35 thrust efficiency
doesn’t change in various heights. This difference reaches its maximum amount in Mach number one. Figure 7
shows changes graph of overall efficiency in terms of Mach number values. As can be seen, in zero kilometers
height, the overall efficiency increases as Mach number increases and reaches its maximum(0.2283) in Mach
number 0.63 and then decreases. Also in the range of flight mach values 0 to 0.2, thrust efficiency is not
affected by change of height.

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 Gorji et al., 2012

300000 22

250000 20
h=0 k m

Thrust specific fuel consumption

1.5 18 h=0,1.5,3,4.5,6,7.5k m
200000
3
Thrust (N)

[(mg/sec)/N]
16
150000 4.5
h=11,12 k m
6
14
100000 7.5
9
11 12
50000
12
10
0
0 0.2 0.4 0.6 0.8 1 8
0 0.2 0.4 0.6 0.8 1
Mach number
Mach number

Figure 3) thrust based on flight Mach number at various Figure 4) Thrust Specific Fuel Consumption based on flight
heights Mach number at various heights
0.45 0.9
h=0,1.5,3,4.5k
0.8
0.4
0.7
0.35 h=6,7.5,9,11,12k
0.6

Propulsive efficiency
Thermal efficiency

0.3 0.5
h=0,1.5,
0.25 3,4.5k m 0.4

0.3
0.2 h=6,7.5,9,11,12k m
0.2
0.15
0.1

0.1 0
0 0.2 0.4 0.6 0.8 1 0 0.2 0.4 0.6 0.8 1

Mach number Mach number

Figure 5) Thermal efficiency based on flight Mach number at Figure 6) propulsive efficiency based on flight Mach
various heights number at various heights
0.25 1200

h=0,1.5, 1000
0.2 3,4.5k m

h=0 k m
800
0.15
Overal efficiency

Mass flow rate

h=6,7.5,9,11,12k m 1.5
(kg/sec)

600 3
0.1 4.5
400 6
7.5
0.05 9
11
200
12
0
0
0 0.2 0.4 0.6 0.8 1
0 0.2 0.4 0.6 0.8 1
Mach number Mach number

Figure 7) overall efficiency based on flight Mach number at Figure 8) mass flow rate based on flight Mach number at
various heights various heights

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 J. Basic. Appl. Sci. Res., 2(11)11239-11253, 2012

90 710
h=7.5,9,11,12k m
Corrected mass flow rate of Compressor 85 690 h=7.5,9,11,12k m
6

Corrected mass flow rate of Fan

80 4.5 670 6
3 4.5
75 1.5 650 3

(kg/sec)
(kg/sec)

1.5
70 h=0 k m 630
h=0 k m
65 610

60 590

55 570

50 550
0 0.2 0.4 0.6 0.8 1 0 0.2 0.4 0.6 0.8 1

Mach number Mach number

Figure 9) corrected mass flow rate of compressor based on Figure 10) corrected mass flow rate of fan based on flight
flight Mach number at various heights Mach number at various heights
10.5 2.1

h=7.5,9,11,12k m
10 2
6
4.5
9.5 1.9

Fan pressure ratio

3
h=0 k m
Bypass ratio

1.5
9 1.5 1.8
h=0 k m
3

8.5 4.5 1.7

6
8 1.6
h=7.5,9,11,12k m
1.5
7.5
0 0.2 0.4 0.6 0.8 1
0 0.2 0.4 0.6 0.8 1
Mach number Mach number

Figure 11) bypass ratio based on flight Mach number at various Figure 12) fan pressure ratio based on flight Mach number
heights at various heights
4.2

h=7.5,9,11,12k m h=7.5,9,11,12k m
8 4
Low pressure compresor pressure ratio
high pressure compressor pressure ratio

6 6
4.5 3.8
3 4.5
3.6 3
1.5
7.6
1.5
h=0 k m 3.4
h=0 k m
3.2
7.2
3

2.8

6.8
2.6
0 0.2 0.4 0.6 0.8 1 0 0.2 0.4 0.6 0.8 1

Mach number Mach number

Figure 13) high pressure compressor pressure ratio based on Figure 14) Low pressure compressor pressure based on
flight Mach number at various heights flight Mach number at various heights

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 Gorji et al., 2012

34 900
h=7.5,9,11,12k m
32 h=0 k m

Compressor exit temparature-Tt3 (K)

6 850 1.5
30
4.5
Compressor pressure ratio

3 3
28 800
1.5 4.5
26
h=0 k m 6
750
24 7.5

9
22 700

20 11,12
650
18 0 0.2 0.4 0.6 0.8 1
0 0.2 0.4 0.6 0.8 1
Mach number Mach number

Figure 15) Compressor pressure ratio based on flight Mach Figure 16) Compressor exit temperature based on flight
number at various heights Mach number at various heights

1900 1
Combuster exit temperature(Throttle setting)-

h=0 k m

Inlet pressure/Exit presurre of core stream-P0 /P9

1.5 0.9 h=0 k m
1800
3
0.8 1.5
1700 4.5
Tt4 (K)

6 0.7 3

1600 4.5
7.5
0.6
9 6
1500
11,12 0.5 h=7.5,9,11,12k m

1400 0.4
0 0.2 0.4 0.6 0.8 1 0 0.2 0.4 0.6 0.8 1
Mach number Mach number

Figure 17) Combuster exit temperature (throttle setting) based Figure 18) Inlet to exit pressure of core stream based on
on flight Mach number at various heights flight Mach number at various heights

1
Inlet pressure/Exit presurre of bypass

0.95

0.9
0.85
stream-P0/P19

0.8
h=0,1.5,
0.75 3,4.5,6k m

0.7

0.65
0.6
h=7.5,9,11,12k m
0.55

0.5
0 0.2 0.4 0.6 0.8 1

Mach number

Figure 19) Inlet to exit pressure of bypass stream based on

flight Mach number at various heights

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 J. Basic. Appl. Sci. Res., 2(11)11239-11253, 2012

7) Corrective suggestion
As illustrated in part 4, to obtain the performance graph in various flight conditions, equations set 7 to 18
should be solved respectively for turbofan engines by iterative method. As suggested In reference (6), this
repetition continues until the difference between the temperature ratio of the low pressure turbine, in two
consecutive steps is less than 0.0001. However, as can be seen in table 1, temperature ratio and pressure ratio
values of fan obtained from this method are not applicable to relation (12). Because as seen in relation (5),
when M 9  M 9 R  1 , the new value of pressure ratio will not change to its previous state and when is
substituted in the relation (6), the same values will be produced for temperature ratio and the circle will stop.
Therefore, according to part 5 and the flowchart in figure 2, in this study repetition continues until the difference
 
between values of bypass ratio   , low pressure turbine temperature ratio  tL , high pressure compressor
temperature ratio  cH  , the low pressure compressor temperature ratio  cL  and fan temperature ratio  f  ,
from corresponding values of the previous step will be less than 0.0001. Fan pressure and temperature ratio
values obtained from two methods are shown in Table (1). The values obtained from the modified method are
applicable to relation (12). In this section, engine referred values (design point) in sea level and zero Mach
number are as follow:
  5  f  2  cL  4  cH  5 Tt 4  1777.778 K m 0  45.3597 kg sec
hPR  42798.4 kJ kg  c  1.4  t  1.3 C pc  1.004 C pt  1.239  tH  0.8901
 tH  0.906  tL  0.7436  tL  0.914  cH   cL  0.8791  f  0.8898
 mH   mL  0.99  b  0.995  b  0.96  n   fn  0.98  d max  0.97

Table 1: various values of fan temperature and pressure ratio  f ,  f  obtained from research and referred
proposed method (6), at various flight Mach
h  0 km , Tt 4  1777 .778 K  M=0 M=0.2 M=0.4 M=0.6 M=0.8 M=1

 f Results of the present study: 1.2461 1.2429 1.2334 1.2189 1.201 1.1813

 f Results of the present study: 2 1.9833 1.9357 1.8645 1.7787 1.6877

f Results of relation (2-23) based on obtained  f

from 2 1.9833 1.9357 1.8644 1.7787 1.6877
the present study.
 f Results of referred proposed method (6): 1.2461 1.2429 1.2337 1.2195 1.2019 1.1826

 f Results of referred proposed method (6): 2 1.9857 1.9449 1.8835 1.8094 1.7301

 f Results of relation (2-23) based on obtained  f from 2 1.9836 1.937 1.8672 1.7831 1.6938
referred proposed method (6):

In Continue ,present results will be compared with the results obtained from PERF* software uploaded by
Jack Mattingly- the writer of (6) and the (1) - on his personal website (7). This program calculates thrust and
fuel specific consumption for turbofan engine.In figures 20 to 24, the results obtained from the PERF software
and this study are compared.As it can be seen, Slight differences in terms of flight Mach variable are seen in
higher mach numbers, which are resulted by method of solving equations which is examined in this section.

*
Performance Analysis of Gas Turbine Engines-Version 3.11

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 Gorji et al., 2012

Perf This Research Perf This Research

19000
29
18000

Thrust specific fuel consumption

17000 27

16000 25

[(mg/sec)/N]
15000 23
Thrust
(N)

14000
21
13000
19
12000
17
11000

10000 15
0 0.2 0.4 0.6 0.8 1 0 0.2 0.4 0.6 0.8 1

Mach number Mach number

Figure 20) Thrust based on Mach number: Comparison of Figure 21) Specific Fuel Consumption based on Mach
results obtained of this research and the results obtained of. number: Comparison of results obtained of this research and
Perf software the results obtained of. Perf software
Perf This Research Perf This Research

17 2.05

16 2
Compressor pressure ratio

1.95
15

Fan pressure ratio

1.9
14
1.85
13
1.8
12
1.75

11 1.7

10 1.65
0 0.2 0.4 0.6 0.8 1 0 0.2 0.4 0.6 0.8 1

Mach number Mach number

Figure 24) Compressor Pressure ratio based on Mach number: Figure 23)Fan pressure ratio based on Mach number:
Comparison of results obtained of this research and the results Comparison of results obtained of this research and the
obtained of. Perf software results obtained of. Perf software
Perf This Research

6.1

5.9

5.7
Bypass ratio

5.5

5.3

5.1

4.9
0 0.2 0.4 0.6 0.8 1

Mach number

Figure 24) bypass ratio based on Mach number: Comparison

of results obtained of this research and the results obtained of.
Perf software

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 J. Basic. Appl. Sci. Res., 2(11)11239-11253, 2012

8. RESULT

Various methods examined to check off-design performance of turbofan engine,that have been generally
addressed in various references. By investigating these methods to obtain performance graphs of turbofan
engines, the method presented in references (1) and the (6) were used and also solution algorithm for more
accurate solutions obtained were corrected. Turbofan engine performance graphs as well as the constraints
functions that are controlled by the controller based on flight Mach number and in various heights were
accurately drawn and discussed.

REFERENCES

1. Mattingly, J D; Heiser, W H; Pratt, D T;. Aircraft Engine Design. 2nd. Reston : AIAA Education Series,
2002. ISBN-10:1563475383.
2. NATO technical report. Performance Prediction and Simulation of Gas Turbine Engine Operation. Hull : St.
joseph corporation company, 2002. RTO-TR-044 AC/323(AVT-018)TP/29.
3. Walsh, Ph and Fletcher, P. Gas Turbine Performance. 2nd. Derby : WileyBlackwell, 2004. ISBN-
10:063206434X.
4. Oates, G C. Aerothermodynamics of Gas Turbine and Rocket Propulsion. 3rd. Reston : AIAA Education
Series, 1997. ISBN-10: 1563472414.
5. Cohen, H, Rogers, G and Saravanamuttoo, H. Gas turbine theory. 5th Edition. New Jersey : Prentice Hall,
2001. ISBN:013015847X.
6. Mattingly, J D. Elements of Gas Turbine Propultion. Virginia : AIAA Education series, 2006. ISBN:1-56347-
779-3.
7. Mattingly, Jack. http://www.jsmatt.com/custom1.html. [Online]

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