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MI NI S TRY OF SUPPLY
AF, K O N A U T i C A L K B S ~ A K C H COUNCIL
RXPOI%TS A N D MEIViOIC&NDA
Perf ormance Ca~tcu]h~ens f or
o u b l e o c e m p o u n d T u r b o o j e t S n o i n e
:~z:z Desi gn Compresso~ Pressure
D. H. MALLINSON a n d Vv'. G. E. LEWIS
Crown Copyright Reserved
L O N D O N " H E R MAJESTY'S S T A T I O N E R Y OFFICE
1952
E I G H T S H I L L I N G S N E T
B. & Mo No. 2645
(H,s55)
A.]~.C. Technica~ ~ e p o r t
. . . . . . . . . . d
: hSJ ' - ' k' . . ' ~- "
! :
Xatio
. . . - .,m
Performance Calculations for a Doublecompound
Turbo-jet Engine of Iz:I Design
Compressor Pressure Ratio
D. H. )~IALLINSON and \V. G. E. LE\vzs
COMMUNICATED BY THE PRINCIPAL DIRECTOR OF SCIENTIFIC RESEARCH (AIR),
MINISTRY OF ~UPPLY --~---~-~
0 q, , ' % j I . L~' ~ ~ "
Reports a, d Memoravda No. 2645* 'I ._ , ,. "/',
,3 ~ ~" \ . L E ~ ' . o - - . = ~ . . . . . . . ~ . , .
S~ammajiy.--This r epor t describes.a theoretical investigation using convent i onal component -charact eri st i cs to discover
t hat division of work bet ween t he low and high-pressure compressors of a doubl e-compound simple-jet gas t urbi ne
of 12 : 1 design pressure rat i o which is likely to result in t he most desirable equilibrium operat i on over t he normal
engine speed range. Havi ng decided in favour of a pressure rat i o of 3 " 1 in t he low-pressure compressor and 4 : 1
in t he other, a s t udy is t hen made using more realistic compressor characteristics to det ermi ne t he probabl e performance
of such an engine under all fligl{t conditi0ns when t he design maxi mum t emper at ur e is 900 deg C (1173 deg K).
The equi l i bri um runni ng conditions of t he engine are i nvest i gat ed with special reference to t he problems i nt roduced
by t he double-componn d t ype of design.
PART I
Simjalified I~vestigaliou ).
1. In&oduction.--From a st udy of t he overall performance of t he gas t urbi ne cycle for a simple
j et engine wi t h a maxi mum t emper at ur e of about 1200 deg K it can easi l y be deduced t hat ,
whereas t he specific t hr ust per lb/sec of air flow of an engine wi t h a compressor pressure rat i o
of 12 1 would be l i t t l e different from t hat of engines of 4 or 5 to 1 pressure ratio, t he specific
fuel consumpt i on would be as much as 25 per cent lower t han t hat of t he lower pressure rat i o
engines, assumi ng similar component efficiencies in bot h cases. Fur t her , in a compari son of
t he economy at some ar bi t r ar y cruising condition, an engine wi~:h a maxi mum pressure rat i o
of 12 1 under sea level st at i c conditions, would show a considerable i mpr ovement upon t he
cruising fuel COnsumption of a lower pressure rat i o engine. For a dut y where good overall
efficiency is required, therefore, t he 1 2 ' 1 pressure ratio engine appears to be a promi si ng
project, and t he purpose of t hi s report is to predi ct t he probabl e performance of such an engine
and to car r y out a t heoret i cal i nvest i gat i on i nt o t he equi l i bri um operation of a doubl e-compound
engine such as t hi s would have to be.
2. Advantages of the Higher Pressure Ra~io Engi,ne.--Since l i ght ness and si mpl i ci t y are often
regarded as maj or advant ages in an aero-engine and t he doubl e-compound engine of 12' 1
design pressure rat i o envi saged in t hi s i nvest i gat i on will be bot h heavi er and i nt ri nsi cal l y more
complex t han pr esent - day ai rcraft gas t urbi nes, it follows t hat appreciable i mpr ovement s in
efficiency must be fort hcomi ng by t he use of t he hi gher pressure rat i o if any overall advant age
is to be gained. If reference is made to t he performance cal cul at i ons for a si mpl e-j et gas t ur bi ne
cycle, using est i mat es of 87 per cent for bot h t he pol yt ropi c efficiency of t he compressor and t he
* N. G. T. E. Repor t R.19, received 19th March, 1948.
!
t ot al head efficiency of t he t urbi ne, t oget her wi t h ot her small loss factors, t he f o l l o w i n g com-
pari son bet ween an engine of 1 2 : 1 compressor pressure rat i o at sea level st at i c and one of
4 : 1 pressure rat i o ma y be made.
2.1. Performance at Sea Level Static.--The compressor t emper at ur e rise in t he two engines
at design speed is 360 deg and 164 deg respect i vel y and for a maxi mum t emper at ur e of 1200
deg. K for sea level st at i c (take off) condi t i ons t hespeci f i c t hr ust of t he two cycles woul d be 66
and 64 ]b/lb/sec of air respectively. Thus for a given t hr ust t he design mass flow of t he hi gher
pressure rat i o engine woul d be onl y ver y sl i ght l y smaller t han t hat of t he lower pressure rat i o
one. The specific fuel consumpt i on est i mat es i n t he two cases, however, are 0.82 a nd 1.15
l b/ hr/ l b, represent i ng an i mpr ovement in economy of near l y 30 per cent t o be obt ai ned usi ng t he
hi gher pressure ratio.
2.2. Cruising Performance.--Taking as a possible cruising condition, a forward speed of
500 m. p. h, i n t he st rat osphere and assuming for t hi s condi t i on a maxi mum t urbi ne t emper at ur e
of 1000 deg K and a r educt i on in t he compressor t emper at ur e ri se. from t he design val ve i n t he
same pr opor t i on as t he t ur bi ne i nl et t emper at ur e reduct i on, t he cycl eper f or mance is est i mat ed
as follows.
Compressor Temperature Rise
Specific Thrust
Specific Fuel Consumption
deg C
lb/lb/sec
lb/hr/lb
12 : 1 Engine
300
45
0. 98
4 : 1 Engine
137
46
1.28
Thus at t hi s cruising condi t i on, wi t h appr oxi mat el y t he same rat i o of cruising t hr ust t o take-off
t hr ust in t he t wo engines, (for t he specific t hr ust s are al most equal and t he cruising mass flows
will be appr oxi mat el y t he same proport i on of t he respective take-off values) a reduct i on in specific
fuel consumpt i on of about 25 per cent can be expect ed by i ncreasi ng t he design pressure rat i o
of an engine from 4 t o 12. The val ue of 0-98 l b/ hr/ l b at t ai nabl e wi t h t he larger pressure rat i o
engine is onl y about 6 per cent great er t han t he mi ni mum atta~inable at 500 m. p. h, in t he st rat o-
sphere wi t h t he component efficiencies of 87 per cent assumed. The at t ai nment of t hi s mi ni mum
would require a pressure rat i o at take-off condi t i ons of about 2 0 : 1 , whi ch would pr obabl y
mean a big increase i n t he compl exi t y and weight of t he engine as well as a loss in specific
t hr ust for onl y a small savi ng i n fuel consumpt i on. Increasi ng t he design pressure rat i o of a
pure j et engine wi t h these t emper at ur e limits above about 1 2 : 1 could, therefore, har dl y be
profitable.
3. Division of Pressure Rise between Low- and High-pressure Compressors.--To obt ai n an
overal l pressure rat i o of 12 : 1 will almost always require two compressor rotors, and hence t he
division of work bet ween t he two compressors whi ch i s l i kel y to give t he best -mat ched charac-
teristics over t he r unni ng range must be est i mat ed, before a det ai l ed st udy of t he engine perfor-
mance can be begun.
3.1. Arrangements Considered.--Four schemes are considered in this comparison,
using t he not at i on Type A-B, where
A Pressure rat i o of low-pressure compressor at sea-le.vel st at i c
B Pressure rat i o of high-pressure compressor at sea-level st at i c
are referred t o as Types 6-2; 4-3, 3-4, and 2-6.
which,
The t ur bi ne i nl et t emper at ur e at design condi t i ons (sea-level static) is assumed to be 900 deg C
(1173 deg K).
2
3.2. Characteristics and Efficiencies.--For a general comparison of t hi s nat ur e i t is considered
to be sufficiently accurat e to use convent i onal compressor charact eri st i cs 2, since t he relative, forms
of t he equi l i bri um r unni ng lines onl y are required, and, moreover, t he performance cal cul at i ons
on t he selected Type ::sing more realistic charact eri st i cs will provi de a check on t he resul t s
of t he appr oxi mat e met hod. Hor i zont al compressor characteristics, therefore, are. assumed,
correspondi ng to a const ant adi abat i c efficiency of 80 per cent and a t emper at ur e rise propor-
t i onal to t he square of t he r ot at i onal speed. The l at t er assumpt i on makes i t possible to use for
t he t ur bi ne charact eri st i cs a single curve out of t he f ami l y of cal cul at ed curves usual l y assume& ,~.
Typi cal single curves are chosen for bot h a single and doubl e-st age t ur bi ne, previ ous i nvest i ga-
t i ons havi ng shown t hat most probabl e designs o f t ur bi ne would give onl y sl i ght l y different
curves from t he t ypi cal ones used. The t ot al head efficiency of t he t urbi nes assumed is bet ween
87 per cent and 88 per cent and remai ns const ant for a par t i cul ar t urbi ne. The t ur bi ne charac-
t eri st i cs can be combi ned wi t h t he nor mal j et -pi pe characteristics, ~ once t he design of t he engine
is fixed, to give curves from whi ch t he rat i o of t he hi gh-pressure and low-pressure t ur bi ne t empera-
t ure drops to t he hi gh-pressure t ur bi ne i nl et t emper at ur e and also t he quot i ent of t he engine
gross t hr ust and t he ambi ent air pressure can be obt ai ned for any known val ue of overall expan-
sion pressure ratio. Thi s gr eat l y faci l i t at es t he performance calculation.
3.3. Number of Turbine St ages. - - Wi t hout doing a design st udy, whi ch would be outside t he
scope of t he present i nvest i gat i on i t , i s not possible to say wi t h cer t ai nt y how nl any stages a
par t i cul ar t ur bi ne woul d require, but in order to decide when to use single and when double-
stage t ur bi ne charact eri st i cs t he di vi di ng line has been drawn, arbi t rari l y, at a rat i o of t ot al
head t emper at ur e drop to t ur bi ne i nl et t emper at ur e of 0.15. This results in tile following
number of stages for t he vari ous engine t ypes.
Hi gh-pressure Turbi ne Low-pressure Turbi ne
Type 6-2 1 2
,, 4-3 2 2
,, 3-4 2 1
,, 2-6 2 1
Thus all t he engi nes have 3 stages al t oget her except Type 4-3. The rat i o of t emper at ur e
drop i nl et t emper at ur e for t he low-pressure t ur bi ne in t hat case is 0.1572, whi ch is onl ys l i ght l y
above t he l i mi t i mposed and a det ai l ed design s t udy mi ght find it j ust possible to use a single-
stage t urbi ne.
3.4. Results of Comparison.-=-In Fig. 1 are pl ot t ed t he equi l i bri um r unni ng lines on t he low
and hi gh-pressure compressor charact eri st i c fields for t he four engine t ypes at zero ai rcraft speed
and wi t h const ant j et area, t he co-ordinates of rel at i ve i nl et mass flow par amet er and rel at i ve
(pressure rat i o-l ) bei ng chosen to enable some sort of comparison to be made. The reference
line shown in each case is i nt ended to be an appr oxi mat e surge line for t he compressors, t hough
t he form of t he act ual surge lines mi ght easily var y wi t h t he pressure rat i o of t he compressor.
The reference line is known to be a reasonabl e appr oxi mat i on to t he act ual surge lines of com-
pressors of about 4 : 1 pressure rat i o especially in t he region below t he design pressure ratio.
3.41. High-pressure co~@ressor.--From Fig. 1 it is clear t hat t here is an appreci abl e difference
i n t he form of t he r unni ng lines on t he hi gh-pressure compressor charact eri st i c, for t he 6 : 1
design pressure-rat i o compressor of Engi ne Type 2-6 shows a r unni ng line al most paral l el to t he
reference curve, whereas t he 2 : 1 design pressure-rat i o compressor of Type 6-2 at t he ot her ex-
t reme has an operat i ng line in t he form of a di st ort ed S. St ar t i ng off at low speeds a long way
from the. design poi nt t hi s line passes al most ver t i cal l y t hr ough t he design point, before bendi ng
over agai n to approach t he reference line r at her obliquely. All t he lines are ext ended to cover
full-speed operat i on of t he engi ne at t he t emper at ur e of t he st r at ospher e and it will be seen t hat
the end poi nt is much nearer t he reference line in t he case of Type 6-2 t han in Type 2-6, t hough
i t is al ways possible t hat wi t h act ual surge-lines t hi s effect may not be qui t e so marked. The
lines for Type s 4-3 and 3-4 occupy i nt er medi at e positions bet ween those for Types 6-2 and 2-6.
On t he assumpt i on t hat t he t r end of these operat i ng lines will not be gr eat l y changed by t he
adopt i on of more pract i cal compressor characteristics, it follows t ha t t he hi gh-pressure com-
pressors of Types 2-6 and 3-4 will be operat i ng nearer t hei r opt i mum efficiency zones t han t he
ot her two at speeds below t he design value; and will be less prone to surging at corrected speeds
above t he design value. Thi s st at ement also assumes t hat , i n t he more pract i cal charact eri st i cs
referred to, t he opt i mum efficiency zone will lie r oughl y parallel to t he reference line shown and
will i ncl ude t he design poi nt .
3.42. Low- pr es s ur e c o mp r e s s o r . - - Wi t h all four @pes of engine t he operat i ng lines on t he
low-pressure compressor charact eri st i c field show a t endency to ' bulge' out t owards t he reference
lille below t he design pressure ratio and to swing away from t he reference line aft er passi ng
t hr ough t he design point. Thi s swi ngi ng away is least mar ked and t he ' bulge' t owards surging
l east vi ol ent in t he case of Type 6-2, which has t he ver y ' warped' high-pressure operat i ng line,
whi l st t hey are worst in t he Type 2-6, which has t he smoot hest high-pressure operat i ng line.
3.43. Bes t arra~,~geme' nt.--It seems obvious from t he foregoing results t hat if t he engi ne
operat i ng lines on bot h t he hi gh and low-pressure compressors are to be as reasonabl e as possible
t he two i nt er medi at e t ypes appear more sui t abl e t han Type 6-2 or 2-6. The final choice bet ween
t he Type 3-4 and Type 4-3 on t he evidence of this equi l i bri um r unni ng di agram is debat abl e,
but on t he grounds t hat i t will perhaps be somewhat simpler to design t he t urbi nes for Type 3-4
(since t he low-pressure t urbi ne drives t he lower pressure rat i o compressor) t hi s t ype is chosen
for t he mor e det ai l ed i nvest i gat i on which follows.
4. Per f or mance us i ng Conve~t i onal Charact eri st i cs. - - - I n order to obt ai n a pre-view of t he
charact eri st i c features of doubl e-compound engine operat i on t he st at i c performance of t he
selected Type 3-4 is first i nvest i gat ed over a range of j et areas using t he convent i onal com-
pressor charact eri st i cs to whi ch reference has al ready been made. The operat i ng lines for
different condi t i ons are shown on t he low-pressure compressor charact eri st i c in Fig. 2 and on
t he hi gh-pressure charact eri st i c in Fig. 3 whilst t he overall performance of t he engine under
zero forward speed conditions is given in Fig. 4.
4.1. Low- pi , essure Compressor Operat i ng Li n e s . - - Fi g . 2 is divided i nt o four sub-di agrams in
order to el i mi nat e some of t he confusion whi ch would result from superi mposi ng all t he curves
shown upon one figure. The not at i on used in t he discussion which follows is det ai l ed below.
Q
P~
P 2 ~J ,~
P~ Hi gh- ,, ,,
/_1TI~ Low- ,, ,,
A Ta4 Hi gh- ,, ,,
T1 Low- ,, ,,
T a Hi gh- ,,
T~
tt., pl~ etc. -- T~, P~, etc.
NL Low-pressure Rot or r.p.m.
NH Hi gh- , . . . . .
Mass flow
Low-pressure Compressor Inl et Tot al Head Pr essur e
Del i very . . . . . .
Inl et
Te mp e r a t u r e Rise
Inl et Tot al Head Temperat ure
Turbi ne
Re l a t i ve t o 288 deg C and 14.'7 !b/sol in.
The curves of Fig. 2 are pl ot t ed agai nst t he corrected i nl et mass flow of the engine expressed
as a percent age of t he design value of t he par amet er ~)~ZT1/P 1
-4
4.11. Vari at i o~s of ,t'oto~" s pe e d. - - Fi g. 2a shows pl ot t ed on t he lines of const ant zJ T~.~/T~ t he
lines for const ant AT3,~/T~ for t he high-pressure compressor. On t he generalised assumpt i on
t hat for bot h compressors A T varies as N ~ these are, therefore, also lines of const ant NL/ V' T~
and NH/ ~/ T3. At const ant corrected low-pressure rot or speed (NL/ ~/ T~ t he hi gh-pressure
spe"ed par amet er (N~{/~/T3t is seen to increase as t he mass flow quant i t y OW/t~/p.~ increases, so
long as t he low-pressure compressor pressure rat i o is great er t han about 1.4. At t hi s pressure
rat i o appr oxi mat el y t he lines of const ant A T~4/Ta or Nz-/"/T~) cross over each other at an al most
const ant val ue of (2~/t~/pl and below t hi s pressure rat i o t he converse of t he precedi ng st at e-
ment applies. At low-pressure compressor pressure rat i os of t he order of t he design val ue of
t he lines of const ant A T3:~/Ta t hough still di vergi ng are seen to be appr oxi mat el y parallel to
t he convent i onal surge line assumed for t he low-pressure compressor.
In order to show t he var i at i on of absolute high-pressure rotor speed for const ant i nl et t ot al
head t emper at ur e to t he engine as opposed to t he var i at i on of NH/,v/Ta whi ch is a quant i t y of
academic i nt erest mai nl y, Fig. 2c shows lines of const ant A T~,/T~ (i.e. proport i onal to N~z2/T~)
on t he low-pressure charact eri st i c field. These are similar i n general pat t er n to t he Nr/'/T..{
lines but are more st eepl y inclined. This is deducible from t he reasoni ng t hat if at const ant
engine i nl et t ot al - head t emper at ur e T~ t he hi gh-pressure rot or speed is held const ant whilst t he
low-pressure rot or speed is increased, t he val ue of tV H 2 /T :~ will decrease as a result of t he rise in
T~ whi ch is equal to T.,., t he del i very t emper at ur e of t he low-pressure compressor. Fig. 2a
shows t hat t he l i nes of NH2/T~ would, therefore, cross over t he lines of N~' / T3 and be more
st eepl y inclined on t he characteristic.
4.12. VaYiations i.n maa;im~tm tempe~,ature::-Fig. 2b shows t he var i at i on of Th/ t ~ over t he
low-pressure compressor charact eri st i c field, T~ bei ng t he t ot al head t emper at ur e aft er t he com-
bust i on chamber and at i nl et to t he high-pressure t urbi ne. When t he low-pressure t ur bi ne
is not choki ng (see below) t he lines of const ant Th/t~ have a gradi ent i nt er medi at e bet ween those
for const ant N~/' /T~ and N~/'/T~ and t hey too cross over each ot her in t he region of 1.4 low-
pressure compressor pressure ratio. Above this pressure ratio t he t emper at ur e rat i o T h/t,
increases wi t h i ncreasi ng (2~/t~/p~ at const ant low-pressure speed, t he converse bei ng t rue
below t hi s pressure ratio. When t he low-pressure t ur bi ne is choked lines of const ant T~/t~ are
also lines of const ant NH~/T1.
4. 13. Va~,iation i n j e t ctt'ea.--Fig. 2c shows, in addi t i on to t he const ant hi gh-pressure rot or
speed lines, t he operat i ng lines for t he low-pressure compressor for different firtal nozzle areas.
Curves for infinite j et area and for 2.8, 2- 4 and 2.0 sq in. per lb/sec of design air mass flow
(D.A.M.F.) are given, t he design j et area being about 2.12 sq in. per lb/sec of mass flow. The
infinite j et - ar ea curve whi ch lies for a great er par t of its l engt h in t he surge region of t he low-
pressure compressor r epr esent s t he l i mi t at which, due to t he failing maxi mum t emper at ur e
of t he engine, t he expansi on of t he gas is onl y capabl e of provi di ng sufficient power to drive t he
compressors wi t h no surplus to provi de t hrust .
The lines for finite j et areas all show t he t endency ment i oned earlier to ' bulge' t owards t he
surge line and t hen swing away agai n at hi gher rotor speeds. The line for 2.8 sq in. per lb/sec
D.A.M.F., lies mai nl y in t he surge region of t he compressor, whi l st t hat for 2.4 sq in. (13 per cent
great er t han design) coincides wi t h t he surge line bet ween values of P2/P~ of about 2.3 to 2.9
before swi ngi ng fai rl y shar pl y away from it in t he direction of i ncreasi ng t urbi ne i nl et t empera-
tures.
4.14. Choki ng r e g i o n s . - - I n Fi g. 2d t he regions in whi ch t he two t urbi nes and t he j et -pi pe
are choked are i ndi cat ed by shaded l i mi t i ng lines. For t he j et -pi pe t he choki ng l i mi t corres-
ponds to a Mach Number of 1.0 in t he final nozzle and a rat i o of 1.93 bet ween t ot al head pressure
at i nl et to t he pipe and at mospheri c pressure. (This allows for a small j et -pi pe pressure loss).
For t he t~lrbines t he l i mi t s chosen Hare somewhat ar bi t r ar y but appr oxi mat e to condi t i ons whi ch
5
would give sonic velocities from t he t urbi ne nozzles. Thus t he t urbi ne swallowing capacities
are assumed const ant above a t urbi ne t ot al head pressure rat i o of about 2.65 for t he two-stage
high-pressure t ur bi ne and of about 2..0 for t he single-stage low-pressure t urbi ne.
I t will be not i ced from Fig. 2d t hat t he choki ng regions for t he t urbi nes lie on what mi ght be
t er med t he lo w t emper at ur e side of t he l i mi t i ng lines whereas t hat of t he j et -pi pe lies on t he hi gh
t emper at ur e side of its l i mi t i ng line. I n ver y general t erms this, may be expl ai ned by sayi ng
t hat t he lower t he maxi mum t emper at ur e t he greater t he pressure ratios t he t urbi nes will require
to give sufficient work to drive t he compressors. These increased pressure rat i os bri ng t he t ur ,
bines i nt o t hei r choki ng regions even t hough t he work demanded by t he compressors ma y at
t he same t i me be decreasing in an effort to reach a compromise. Pressure rat i os i n t he t ur bi ne
t end to be increased at t he expense of t he j et pressure rat i o and vice versa. I t is t herefore
t he reverse procedure of t he foregoing, namel y increasing t he maxi mum t emper at ur e of t he engine,
whi ch causes an increase in j et pressure rat i o and so causes j et -pi pe choking.
By a compari son of Figs. 2c and 2d i t will be seen t hat wi t h a nozzle area of 2.4 s.q in. per lt~/sec
D.A.M.F., t he operat i ng line of t he convent i onal engine under discussion would, as t he low-
pressure r ot or speed is increased, pass first i nt o .the regi on of high-pressure t urbi ne choki ng
t hen i nt o t he region where t he low-pressure t urbi ne chokes as well, unt i l finally t he j et -pi pe too
woul d choke, t he maxi mum t emper at ur e i,n the. engine increasing t hroughout . Once t he low-
pressure t ur bi ne is c hoke d t he pressure rat i o across t he high-pressure t ur bi ne is, under t he
present assumpt i ons, fixed and t hencef or t h t he t emper at ur e drop in t hi s high-pressure t urbi ne
must be proport i onal to its i nl et t emperat ure. Similarly when t he j et -pi pe is choked comparabl e
i mposi t i ons are placed upon t he operat i on of t he low-pressure turbine.
I n t he case of t he 2.0 sq in. per lb/sec D.A.M.F. nozzle t he same effects occur wi t h t he except i on
t hat t he low-pressure t urbi ne choking region is not reached. The incidence of j et -pi pe choking,
however, causes t he low-pressure t urbi ne to operate in much t he same manner as if it were choki ng
but at a lower swallowing capaci t y t han its maxi mum, wi t h t he result t hat t he pressure rat i os
across bot h t urbi nes are l i mi t ed si mul t aneousl y and at lower values t han when t he low-pressure
t ur bi ne is allowed to choke before t he jet. Exact l y t he same argument s would appl y if, by using
an even smaller j et area, j et choki ng were to be reached before even t he high-pressure t urbi ne
had choked.
I t is not to be infm:red t hat these choking-region boundari es restrict t he pract i cal operat i on
of t he engine i n any way. They merel y mar k regions in whi ch vari ous t emper at ur e and pressure
ratios remai n const ant .
4. 15. Surge mgio~s.--The compressor surge lines on t he ot her hand do represent pract i cal
limits to t he operat i on of t he engine and t hei r positions are i mpor t ant . The posi t i on of t he low-
pressure compressor surge line has a l r e a dy been considered wi t h reference to t he operat i ng
lines for const ant finaI nozzle area. That of t he high-pressure compressor onl y makes its
appearance on Fig. 2 at low values of N~2/T1 and compar at i vel y hi gh values of Nu"/T1 and
T~/tl. Whi l st it does not appear, therefore, t hat t roubl e wi t h high-pressure compressor surging
is l i kel y to occur under nor mal r unni ng condi t i ons i t mi ght be encount ered by suddenl y increasing
t he combust i on t emper at ur e at low low-pressure rot or speeds.
4.2 High-pressure Operati~cg Lines The operat i on of t he high-pressure compressor is i l l ust rat ed
in Fig. 3. The most out st andi ng feat ure of t hi s di agram is t he line along whi ch t he high-pressure
compressor operat es whilst t he low-pressure t urbi ne is choki ng and to t he left of whi ch all opera-
t i on of t he engine mus t t ake place. Fr om t hi s line br anch off progressively lines of const ant
low-pressure r ot or speed and const ant overal l t emper at ur e ratio, t he values of bot h t hes e quan-
tities increasing as t he high-pressure compressor pressure rat i o increases.
As would be expected from t he observat i ons made on t he low-pressure characteristic, r unni ng
lines for t he larger propelling nozzle areas coincide wi t h t hi s low-pressure t urbi ne choki ng line
6
for much of t hei r l engt h whilst t hat for 2.00 sq in. per lb/sec D.A.M.F., lies so close t o it as to be
scarceIy di st i ngui shabl e from it. A f ur t her reduct i on in area would be r equi r ed to move t he
operat i ng line for const ant j et area appreci abl y above t he low-pressure t ur bi ne choki ng line.
When finally, at low values of high-pressure compressor pressure ratio, t he lines br anch out of
t he low-pressure t ur bi ne choki ng line t hose for smal l nozzle areas lie closest to t he high-pressure
compressor surge line.
5. Static Perf ormance. - - Fi g. 4 shows t he performance of t he engine as a whole when t here is
no forward mot i on of t he aircraft. The sea level t hr ust is pl ot t ed agai nst t he low-pressure
compressor t emper at ur e rat i o d T12/T1 for lines of const ant A T34/TI (i.e., equi val ent to const ant
high-pressure r ot at i onal speed at const ant al t i t ude). The operat i ng lines for t he t hree j et areas
are also pl ot t ed as are t he cont ours of t he specific fuel consumpt i on of t he engine and t h e lines
of const ant t emperat ure, T~.
I t will be seen t hat along any part i cul ar const ant j et area line t here is a paral l el increase in
t hrust , A TI~/TI, A T34/T~ and Ts, whilst tile specific fuel consumpt i on falls to a mi ni mum and
Lhen rises again. The lines for t he larger j et areas, i.e., up to 2.80 sq in. per lb/sec D.A.M.F.,
pass t hr ough t he regions of lowest specific consumpt i on under t he st at i c ai rcraft condi t i ons
considered here. The zero t hr ust axis is of course t he line for infinite j et area and along it t he
specific fuel consumpt i on would also be infinite.
5.1. Ef f ect of Decreasing J e t A r e a . ~ A t const ant low-pressure compressor speed, denot ed
here by d T12/T1 bei ng const ant , a decrease i n j et area causes an increase in t hrust , in high-
pressure compressor speed, and in maxi mum t emper at ur e and in general causes a fall followed
by a rise i n t he specific fuel consumpt i on. When t he high-pressure compressor speed is held
const ant and t he j et area is decreased t here is a drop in low-pressure compressor speed. The
t hr ust usual l y fails, t hough may rise again, whilst t he high-pressure t ur bi ne i nl et t emper at ur e
remai ns const ant so l ong as t he low-pressure t ur bi ne is choki ng and l at er rises a little. Again
t here is usual l y a fall and subsequent rise in specific fuel consumpt i on.
.
Compari ng these effects wi t h those whi ch occur in a simple j et engine wi t h onl y one
compressor when t he final j et area is decreased at const ant r ot at i onal speed, we find t hat tile case
where t he low-pressure compressor speed is held const ant gives changes comparabl e wi t h t hose
on t he simple j et wi t h t he except i on t hat t he mass flow increases in t he double compound engine,
as can be seen from Fig. 2, whereas t he mass flow of a simple engine decreases wi t h decreasing
j et area, t hus movi ng t he operat i ng poi nt t owards surging. On t he double compound engine
t he low-pressure compressor operat i ng poi nt is moved away from surging and t he high-pressure
compressor operat i on t ends t owards surging.
Reduct i on of tile j et area keeping t he high-pressure rot or speed const ant produces none of
t he effects associated wi t h reduct i on of j et area on t he simpler engine t ype except t hat t he mass
flow t hr ough t he engine is reduced in bot h cases.
5.2. Temporary Thrust I ncrement by Variable Area Noz z l e. - - Fi g. 4 shows, therefore, t he
appar ent l y anomol ous result t hat at any chosen position, such as t he design poi nt , a t empor ar y
t hr ust boost i ng effect, say for take-off, could be obt ai ned by ei t her closing down or opening
up a vari abl e area propelling nozzle. The appar ent anomal y is removed when i t is appreci at ed
t hat on one part i cul ar mode of governi ng a t hr ust increase is onl y obt ai ned by al t eri ng t he nozzle
area in one direction. If t he engine were governed at const ant low-pressure rot or speed t here
woul d be a r api d t hr ust increase on reduci ng t he j et area, but t he high-pressure r ot or would
over-speed and t he t emper at ur e at i nl et to t he hi gh: pressure t ur bi ne woul d also increase fai rl y
rapi dl y. If on t he ot her hand t he high-pressure rot or is governed t hen increasing t he j et area
will cause an overspeeding of t he low-pressure compressor and t here will agai n be an increase in
t hrust . But t he t emper at ur e of t he high-pressure t urbi ne i nl et will not increase and t he t hr ust
increase will not be so great as in t he ot her case.
7
6. Cor acbaasio,m of PJ, elimml~,3~ i~zvestigatioJ,z.--This pr el i mi nar y i nvest i gat i on has resul t ed in
a decision t hat for a 12 : 1 pressm' e-ratio engine t he division of work l i kel y to give t he best
operat i on of t he engine under equi l i bri um conditions is appr oxi mat el y t hat whi ch corresponds
to low-pressure and high-pressure compressor pressure rat i os of 3 : 1 and 4 : 1 respect i vel y.
I t has gi ven some i nsi ght i nt o what are l i kel y to be t he charact eri st i c peculiarities of t hi s t ype of
design wi t h regard to operat i ng lines, choki ng regions, tendencies to surge and effect of changes
in j et area and a first est i mat e of t he performance of t he engine under st at i c ai rcraft condi t i ons
has been made.
I t is, therefore, possible to go on to a more det ai l ed anal ysi s in Par t 2, wi t h a fair knowl edge
of what sort of equi l i bri um-runni ng condi t i ons are to be expect ed of t he engine as a t ype. The
danger of effects peculiar to t he engine t ype bei ng at t r i but ed to t he sort of component charac-
t eri st i cs chosen fox" t he det ai l ed i nvest i gat i on is therefore lessened.
PART i i
More Detailed I~zvestigatio~z
7. I~#'o&actio~.--This par t consists of an i nvest i gat i on i nt o t he charact eri st i cs of a double-
compound j et engine using realistic compressor charact eri st i cs as opposed to t he convent i onal
t ype used in Par t I.
The effect of change of j et area on equi l i bri um r unni ng condi t i ons and on net t hr ust and specific
fuel consumpt i on for vari ous r ot at i onal speeds and flight velocities is also consi der ed.
8. General Descriptio~la of Desi gm Com.ide~ed.--A di agr ammat i c ar r angement of fhe uni t is
shown in Fig. 5. At maxi mum r ot at i onal speed under sea-level st at i c condition.s t he pressure
rat i os of t he low and high-pressm' e compressors are t hree and four respect i vel y. Thi s seems to
be t he most sat i sf act or y ar r angement from consi derat i on of t he results of t he i nvest i gat i on
using convent i onal charact eri st i cs given in Par t I.
Two designs are considered and i n t he first, Design A, t he Compressor charact eri st i cs are such
t hat no appreci abl e fall-off in efficiency is encount ered at hi gh al t i t udes, i.e,, a t hi gh non-
di mensi onal r ot at i onal speeds, whi l st t he second design, Design B, has not such good operat i ng
qual i t i es at al t i t ude. The charact eri st i cs of Design A are considered in r at her more det ai l
t han t hose of Design B whi ch have onl y been i ncl uded to i ndi cat e what losses mi ght be i ncurred
at hi gh al t i t udes by using compressors of lower specific wei ght (reduced number of stages).
The design val ue of efficiency for bot h t he low and hi gh-pressure compressors under sea-level
take-off condi t i ons is 84 per cent and t hi s applies to bot h designs. The hi gh-pressure t ur bi ne
has a maxi mum i nl et t emper at ur e of 900 deg C (1178 deg K) and consists of two stages whi l st
a' si ngl e stage is used for t he low-pressure t urbi ne. The design, specific t hr ust is 65.4 lb/lb/sec
and t he specific fuel consumpt i on 0-786 ! b/ hr / l b in bot h cases.
9. Characteristics of Desig,t~ A. - - 9. 1. Sea Level Static Com~iti, O~,as (Fixed Jet AJ' ea). --The
equi l i bri um r unni ng lines for t hese condi t i ons are shown in Fig. 6 a nd t he design poi nt s of t he
compressors and of t he engine are i ndi cat ed on bot h compressor characteristics. There is a
di st i nct t endency for t he r unni ng line on t he low-pressure compressor to move t owards t he surge
line when t he r ot at i onal speed of t he compressor is reduced. After about 75 per cent full speed,
however, on f ur t her reduct i on of speed, i t t ends to move away again slowly. The correspondi ng
line on t he hi gh-pressure compressor r u n s appr oxi mat el y par al l el to t he surge line ove r t he
range considered.
8
9.2..-The Ef f ect of Fo;,ward speed and Altitctde.--The mai n effect of forward speed is to move
t he oper at i ng line nearer to t he !ow-pressure compressor surge l i mi t at reduced low-pressure
compressor r ot at i onal speeds. Thi s obvi ousl y occurs onl y i n t he region where t he propel l i ng
nozzle is not choki ng under sea level st at i c conditions. On t he hi gh-pressure compressor t he
effect of forward speed is to move t he r unni ng line f ur t her away from t he surge line. Above
a low-pressure compressor r ot at i onal speed of NLpX/(288/T~)=0' 916 of design val ue all t he
operat i ng lines for .any al t i t ude and %r\,vard speed become coi nci dent due to choki ng of t he
propel l i ng nozzl e. . The same happens in t he case of t he hi gh-pressure compressor, t he corres-
pondi ng speed bei ng 5Tu~,V/(288/Ts)=0-,923. of t he design value.
Increasi ng altitude, t ends to bri ng t he r unni ng l i ne on t he hi gh-pressure compressor nearer to
its,-surge line, but t he reverse is t rue on t he low~pressure compressor characteristics. The full
r ot at i onal speed poi nt at tile t ropopause under st at i c condi t i ons is shown for bot h compressors.
For war d speed decreases t he val ue of t he non-di mensi onal par amet er N~/(288/T~) so t ha t
there- woul d be less danger, of surgi ng t he' hi gh- pr essur e compressor at hi gh forward speeds in
t he st rat osphere.
Li nes of const ant t emper at ur e rat i o (Ts/T~) are also pl ot t ed in Fig. 6 on bot h compressor
characteristicsl The di agram shows how, on t he low-pressure compressor charact eri st i cs, t he
t emper at ur e rat i o increases wi t h t he- mass flow at a const ant r ot at i onal speed t hr oughout t he
range of operat i on covered. However, i t can be seen t hat as t he r ot at i onal speed is reduced t he
t emper at ur e rat i o lines converge r api dl y and t hey ~lnally cross over at a rel at i ve N~p~/(288/T~)--
0.535 and pressure rat i o P_~/-Pl~ 1"46 so t hat t he converse of t he above is t rue at lower pressure
ratios. ( See Fig. 7). On t he hi gh-pressure compressor charact eri st i cs t he t emper at ur e- r at i o
lines br anch out of t he low-pressure t ur bi ne choki ng line, whi ch runs appr oxi mat el y paral l el to
t he equi l i bri um-runni ng lines but at sl i ght l y hi gher mass flows, and t ur n t hr ough r oughl y a
ri ght -angl e before movi ng across t owards t he surge line.
\ he nc ons i de r i ng t he performance at forward speed an i nt ake efficiency of 90 per cent is
assumed. ' Equi val ent ' par amet er s are used for t he r epr esent at i on of t hr ust and specific fuel
consumpt i on so t hat t he values under sea level condi t i ons can be read off di rect l y and those at
any al t i t ude readi l y found wi t h a knowl edge of t he correspondi ng rel at i ve at mospheri c con-
ditions: These di agrams are shown i n Figs. 8, 9. They cover t he range from cruising to maxi mum
r ot at i onal speed at any al t i t ude. Superi mposed upon t he t hr ust di agram of Fig. 8 are lines of
equi val ent rel at i ve hi gh-pressure compressor r ot at i onal speeds (Rel. NHp/@(ta) bei ng rel at i ve
to t he design speed) . Thi s enatbles t he rel at i ve speeds of t he two rotors to be known for ali con-
ditions.- At all time,~; wi t hi n t he range considered, t he rat e of change of the low-pressure rot or
speed-is great er t han the correspondi ng change of t he high-pressure rot or speed.
. Ani ni t i a l fall off i n t hr ust is experi enced by i ncreasi ng t he val ue of t he forward speed para-
met er V/w/(ta) from 0 to 600 m.p.h, for all r ot at i onal speeds. A mi ni mum t hr us t is reached at
a cert ai n forward speed for t he hi gher r ot at i onal speeds aft er whi ch t he t hr ust increases again,
t hi s. mi ni mmn occurring at successively hi gher forward speeds as t he r ot at i onal speed is decreased.
For example, at a Rel.5{~,~,/v/(ta) of 1.153 mi ni mum t hr ust occurs at a V/~/(ta) of about 370
m. p:h, whi l st at . Reli N~, / ~/ ( t a) =l . 05 t he correspondi ng val ue of V/,v/(ta,) is sl i ght l y great er
t han 600 m. p;h: ...
When t he pressure rat i o of t he engine becomes excessive for t he maxi mum t emper at ur e bei ng
empl oyed, as occurs in most j et engines at low r ot at i onal speeds, t hi s mi ni mum in t he curve
of t hr ust agai nst forw.ard speed at const ant r.p.m, and t he maxi mum whi ch follows at even
hi gher flight speeds det eri orat e i nt o a poi nt of inflexion on t he curve so t hat t he t hr ust never
increases wi t h i ncreasi ng forward speed, b u t merel y changes its rat e of decrease. I t follows
t hat for a g i v e n maxi mum t emper at ur e a hi gh pressure rat i o engine will al ways be i nt r i nsi cal l y
worse in t hi s r e s pe c t t ha n one of lower design pressure ratio.
The specific fuel consumpt i on at t he sea level st at i c design condi t i on is 0.786 l b/ hr/ l b t hrust .
Figl 9 shows how i t varies wi t h forward speed V/~/(ta) and t he low-pressure compressor r ot at i onal
speed Njj,/~/(ta). As. bef or e t he equi val ent sea level values are pl ot t ed: The di agram cl earl y
shows t he increase of specific fuel consumpt i on wi t h forward speed at a const ant r ot at i onal speed.
Thus, at a Rel. NLp/w/(ta) of 0.95 and a V/ w/ ( t a) of 0 m. p. h, t he specific fuel consumpt i on is
0.755 l b/ hr/ l b t hr ust whi l st t he correspondi ng val ues at 300 and 600 m. p. h, are 0.935 and 1.115
l b/ hr/ l b t hrust , t he respect i ve increases be i ng 24 and 48 per cent. A combust i on efficiency of
100 per cent has been assumed i n present i ng t hese results. The effect of al t i t ude can be seen
from t he following i l l ust rat i on : - - Wi t h a forward speed of 300 m. p. h, at sea level and a rel at i ve
low-pressure rot or speed of 0.95 t he specific fuel consumpt i on is 0.935 l b/ hr/ l b t hr us t but wi t h
t he same condi t i ons (i.e., i dent i cal NLp and V) at t he t ropopause (36,090 It) i t ma y be deduced
from Fig. 9 usi ng ~/t,~=0.867 t hat t he specific fuel consumpt i on falls to 0.895; a decrease of some
4 per cent. I t must be remembered, however, t hat in pract i ce t he combust i on efficiency ma y
det eri orat e wi t h al t i t ude so t h a t little, if any, i mpr ovement in specific fuel consumpt i on can be
expect ed at al t i t ude over t he correspondi ng sea level value.
I t ma y also be seen from Figs. 8, 9, t ha t t he engine speed has a great er influence on t he t hr ust
t han forward speed while t he converse is t rue i n t he case of specific fuel consumpt i o n .
9.3. The .Effect o f Variable J e t A r e a . - - F i g . 10 shows t he var i at i on in t he r unni ng line on bot h
compressor charact eri st i cs br ought about by ei t her i ncreasi ng or decreasing t he j et area. Two
const ant area lines are shown besides t hat of design area, viz. , for an increase of 16 per cent and
for a decrease of 20 per cent. The 16 per cent increase line is, on t he low-pressure compressor
charact eri st i cs, on t he surge line side of t he line for nor mal j et area, i. e. , in t he low t emper at ur e
region al r eady ment i oned in Section 9.2. and whi ch is shown in Fig. 6.
A 16 per cent increase of j et area is chosen as t he upper l i mi t as it is coi nci dent wi t h t he l ow-
pressure compressor surge line bet ween rel at i ve speeds NLpW/(288/T1) of 0.79 and 0.87. The
hi gh-pressure compressor surge l i mi t is not encount ered over t he range shown unt i l j et areas of
less t han 80 per cent design val ue are employed.
Cross-plotted on t he low-pressure compressor charact eri st i cs (Fig.10) are lines of const ant
non-di mensi onal r ot at i onal speed of t he hi gh-pressure compressor N~p~/(288/T~) and, si mi l arl y,
lines of const ant non-di mensi onal r ot at i onal speed of t he low-pressure compressor NLpW/(288/T1)
are shown on t he hi gh-pressure compressor characteristics. By reduci ng t he j et area from i t s
design val ue a far great er effect on t he posi t i on of t he r unni ng line on t he hi gh-pressure com-
pressor charact eri st i cs is obt ai ned t han by i ncreasi ng t he area by t he same amount . Thi s effect
is not appar ent on t he low-pressure compressor charact eri st i cs where by i ncreasi ng t he area to
116 per cent design val ue an al most as great effect is obt ai ned on t he r unni ng lines as by decreasing
i t to 80 per cent. Thi s can be expl ai ned by t he fact t ha t i ncreasi ng t he j et area at a const ant
low-pressure compressor r ot at i onal speed lowers t he t emper at ur e a nd increases t he pressure
rat i o t her eby bri ngi ng t he low-pressure t ur bi ne i nt o i t s choki ng region. When t he low-pressure
t ur bi ne is choki ng any f ur t her increase in t he j et area will have no effect on t he r unni ng line of
tile hi gh-pressure t urbi ne. Thi s t endency can be cl earl y seen in t he way t hat t he 116 per cent
area r unni ng line converges i nt o t he design-area operat i ng line whi ch st ar t s to choke i n t he region
of t he sea-level-static design poi nt . The low-pressure t ur bi ne choki ng line is shown on t he hi gh-
pressure compressor charact eri st i cs of Fig. 6 and it forms t he l i mi t to .all t he t emper at ur e- r at i o
lines (T~/ T1) as operat i on at hi gher non-di mensi onal mass flows wi t hout var yi ng r ot at i onal
speed is impossible.
I n a si mi l ar fashion to t he t emper at ur e- r at i o lines" (Tb/T~), shown in Figs 6,7, t he const ant
i et area lines on t he low-pressure compressor charact eri st i c als0 converge and fi nal l y cross when t he
pressure rat i o (P~/P~) has fallen to 1.46 so t hat below t hi s poi nt t he areas increase wi t h i ncreasi ng
mass flow a t const ant low-pressure-compressor r ot at i onal speeds. On Fig. 7 t he zero-t hrust
line, i.e., i nfi ni t e area, and t he hi gh-pressure-compressor surge line are shown, t he l at t er showi ng
t hat t here is a danger of hi gh-pressure-compressor surgi ng duri ng t he i ni t i al st ar t i ng period.
I n t he range covered by Fig. 7 t he hi gh-pressure-compressor surge line corresponds appr oxi mat el y
to t he line for equi l i bri um r unni ng wi t h a j et area of 50 per cent design value.
10
9.31. VariaHort of thrust a~d specific fuel consumption with jet area.--The effect on t he net
t hr ust of var yi ng t he j et area by about 15 per cent is shown in Fig. 11 under st at i c condi t i ons
and also wi t h t he forward speed par amet er V/@(ta) equal to 300 and 600 m. p. h. Over t hi s range
mi ni mum area corresponds t o maxi mum t hrust . For const ant values of t he par amet er NLp/a/(ta)
t he r at e of t hr ust decrease wi t h area change increases sl i ght l y as forward speed is increased.
For exampl e, t he change of t hr ust by increasing t he j et area from 90 per cent to 110 per cent
design val ue at Rel. NL~>/~/(ta)= 1.0 and V/~/(ta)=0 m. p. h, is 31 per cent but at forward speeds
of 300 and 600 m. p. h, t he fall-off has increased t o 36 and 41 per cent respectively. The var i at i on
of NHv/~/(ta)with NL~/,v/(ta) and i et area is shown i n Fig. 16b.
The correspondi ng specific fuel consumpt i on di agram is shown i n Fig. 12 and shows t hat , for
a const ant val ue of NLp/~/(ta) if t he j et area is increased from about 85 per cent design val ue t he
specific fuel consumpt i on falls, reaches a mi ni mum, and t hen rises again. The j et area at whi ch
t he opt i mum val ue of specific fuel cons umpt i on occurs becomes smaller as t he forward speed is
increased. Thus, al t hough t he design area does not correspond to mi ni mum specific fuel con-
sumpt i on wi t h a rel at i ve low-pressure compressor r ot at i onal speed of 0.95 under sea level st at i c
condi t i ons i t does so if t he forward speed is increased to 600 m. p. h. Al t i t ude has t he effect of
movi ng t he opt i mum condi t i on to higher j et areas for t he same ,values of r ot at i onal speed (NLp)
and forward speed (V).
10. Characteristics of Desig~ B. - - The charact eri st i cs of t he low-pressure compressors are shown
in Fig. 13. They would have correspondi ngl y fewer stages t han t he compressors of Design A,
t he sea level st at i c design poi nt s of t he engine coinciding wi t h t he compressor design points.
Equi l i br i um r unni ng lines for t he forward speed par amet er V/~/(ta)=O, 300 and 600 m. p. h.
whi ch are pl ot t ed on bot h charact eri st i cs have similar t rends t o t hose of Design A discussed in
Section 9.1. The essential difference bet ween t he two designs is t he smaller r at e of increase,
i n Design B, of pressure rat i o at hi gh non-di mensi onal rot or speeds, t hi s bei ng t r ue of bot h com-
pressors. The var i at i on of t hr ust wi t h r ot at i onal speed (bot h low-pressure and high-pressure
rotors) and flight vel oci t y for a fixed j et area is shown in Fig. 14. Appr oxi mat el y t he same range
is covered as for Design A, namel y, cruising t o maxi mum speed operat i ng condi t i ons at any
al t i t ude. The following t abl e gives t he compari son bet ween t he rel at i ve equi val ent net t hr ust s
of t he two designs.
Relative Equivale~# Net Thrusts
DE S I GN A DE S I GN B
NLv/~f(ta) V/~/(ta) ( m. p. h. ) V/W/(~a) ( m. p. h. )
zer o 300 600 zer o 600
1 "153
1 "10
1 "05
1 "00
0"95
0"90
0"85
1-50
1"33
1"17
1:00
0 "82
0. 66
0 ' 5 0
1 "38
1 "21
1. 04
0 "86
0. 69
0 "52
0"37
1. 42
1.21
1 "01
0 "82
0"63
0 "46
0"31
1 "38
1 "25
1 "12
1 - 0 0
0 "88
0 ' 75
0' 61
3 0 O
1 . 2 2
1 "10
0 "98
0 ' 86
0"75
0 ' 62
0 "49
1 "27
1 "12
0 "93
0 "84
0"71
0"58
0"44
Fr om t he above t abl e ~:he superi ori t y of Design A over Design B at values of NLp/w/(ta)
exceeding uni t y is clearly i ndi cat ed. If, however, NL)/w/(ta) is less t han uni t y t he converse is
true, giving Design B an i mproved performance under sea level st at i c conditions. The reason
for t hi s is appar ent from a st udy of Figs. 16a, c and d, whi ch show t he var i at i on of compressor
efficiency, compressor t emper at ur e rise and mass flow ,with, rel at i ve low-pressure compressor
r ot at i onal speed for bot h designs' under st at i c conditions. The assumed compressor
efficiencies of Design B are on t he opt i mi st i c side at rel at i ve r ot at i onal speeds below uni t y and
result in t he mar kedl y i mproved performance of this design over Design A at these low speeds
11
At rel at i ve r ot at i onai speeds great er t han uni t y t he reverse of t he above is true. The act ual
compressor t emper at ur e ri ses of t he two designs are appr oxi mat el y t he same resul t i ng in prac-
t i cal l y i dent i cal t ur bi ne work out put s- per pound of air and consequent l y ver y similar t ur bi ne
t emper at ur es.
I t follows, therefore, t hat t he differehces in t hr ust bet ween t he two designs resul t l argel y from
t he difference i n t he t hr oughput s of t he engines under nondesi gn conditions arising from t he
spaci ng of t he compressor const ant speed lines i l l ust rat ed in Fig. lqd.
The changes in mass flow havi ng an equal effect on bot h t hr ust and fuel consumpt i on i t is to
be expect ed t hat t he differences in specific fuel consumpt i on bet ween t he t wo designs will be
much smaller t han t he differences in t hr ust and will resul t mai nl y from t he different compressor
efficiencies in t he two engines. That t hi s is t he case can be seen from a compari son
of t he differences i n t he t abul at ed t hr ust s wi t h those Shown in t he following t abl e whi ch gives
t he specific rue[ consumpt i ons of t he two schemes, deri vi ng i t s i nformat i on from Figs, 9 and 15
respectively.
Specific F~teZ Co~sumptio,ns
N ' j . r / , V q l a )
1 . 1 5 3
1 "00
0"85
DE S I GN A
E
17/~/(ta) ( m. p. h. ) I
zer o 300 600 "
0.89
0 ' 79
0. 70
1 ' 04
0, 96 "
0 ' 93
DE S I GN B
V/ ~/ (t a) ( m. p. h. )
zer o 300 600
1 ' 2 1 0 " 9 2
' 1 "13 0 ' 7 9
1 ' 15 I 0 ' 6 8
I
1 "08
0"94
0 "86
1 " 2 6
,1 "11
1 " 0 3
11. Reheat belwee,n Turbines. --A l i t t l e consi del at i on has been given to t he performance of
t he engine if a reheat chamber is i nt roduced bet ween t he two t urbi nes and t he low-pressure
t ur bi ne redesi gned to cope wi t h t he hi gher vol ume flows which would result from r eheat i ng t he
gas to its original maxi mum t emperat ure. I t is found t hat an increase in specific t hr ust from
65.4 lb/lb/sec to 74.8 lb/lb/sec could be obt ai ned at t he design poi nt for an increase in specific
fuel consumpt i on from 0-786 l b/ hr/ l b t hr ust to 0.967 l b/ hr/ l b t hrust . If reheat i ng to t he same
t emper at ur e as in t he mai n combust i on chamber is carried out at all operat i ng conditions,
t hen t he r unni ng lines on t he two charact eri st i cs are similar to those for t he engi ne wi t hout
reheat previ ousl y considered t hough of course t he specific fuel consumpt i ons remai n high.
If at cruising t he reheat i ng is st opped and t he final nozzle area is unal t ered, t here is a readj ust -
ment of condi t i ons to enable t he flow to adapt itself to t he now oversize low-pressure t urbi ne nozzles:
This adapt at i on is done bet h by an increase in t hr oughput and a rise in t he t emper at ur e at out l et
from t he mai n combust i on chamber, t he low-pressure rot or speed bei ng assumed to be held
const ant . The low-pressure compressor operat i ng poi nt therefore moves down t he const ant
speed line away from surgi ng and i nt o t he region of low-compressor efficiencies. To cater
for t he i ncreased mass flow and t he rise in maxi mum t emper at ur e t he high-pressure rot or has
to overspeed and also runs i nt o low-compressor efficiency regions. The resul t is t hat t he t hr ust
i s al most t h e same as t hat givela at t he same low-pressure speed when reheat is empl oyed at
cruising powers, but at t he same t i me t here is a s avi ng in specific fuel consumpt i on. Because
of t he low-compressor efficiencies, however , t he specific consumpt i ons are hi gher t han on t he
original no-reheat engine at comparabl e cruising conditions.
Conversel y an at t empt to i nt roduce reheat bet ween t he t urbi nes wi t hout re-designing t he
low-pressure t ur bi ne to t r y and obt ai n a take-off boost only, resul t s in a reduct i on in mass fl0w., _
in maxi mmn t emper at ur e from th~ mai n combust i on chamber, and in high-pressure rot or speed
wi t h consequent l y l i t t l e increase in t hr ust and an increased danger of low-pressure compressor
surging.
12
Reheat i ng in t he j et -pi pe i s not considered in t he present report, because as in t he case
of t he simpler single-rotor e ngi ne by t he use of a vari abl e area propelling nozzle r eheat i ng
in t he j et - pipe may be carried out wi t hout al t eri ng t he r unni ng condi t i ons in t he rest of t he
engin e.
12. 'Aerody~amic Locki~g'.--When t he report was discussed by t he Power Pl ant s Commi t t ee
of t he Aeronaut i cal Research Council, Dr. A. A. Griffiths drew at t ent i on to t he danger, in a double-
compound engine of t hi s t ype, of a fixed ratio bet ween t he speeds of t he two rotors bei ng imposed
by t he l i mi t at i ons rest ri ct i ng t urbi ne operat i on when t he j et -pi pe is choking. I t was suggested,
therefore, t hat wi t h t hi s ' aerodynami c rocking' occurring t he engine would be comparabl e to
a single-rotor engine of similar pressure ratio, which, it was general l y agreed, would not operat e
wi t hout severe surging difficulties.
The t heor y of ' aer odynami c l ocki ng' follows from t he appr oxi mat i ons used in Par t I of t he
report. In Section 4.14 it is shown t hat t he hi gh- pr essur e and low-pressure t ur bi ne t emper at ur e
drops will be proport i onal to t he respective t ur bi ne i nl et t emper at ur es whi l st t he j et -pi pe is
choking. Hence t he t urbi ne t emper at ur e drops will be proport i onal to each ot her . I t follows
t hat t he t emper at ur e rises in t he two compressors will also remai n proport i onal to each other,
and as these rises are assumed to var y as t he square of t he appropri at e rot or speeds, t hen t he
rat i o of t he rot or speeds must also be fixed.
However, a comparison bet ween t he r unni ng lines shown in t hi s report wi t h those whi ch
would be obt ai ned if t he rotors were assumed to be mechani cal l y coupled to give a fixed speed
ratio, shows several feat ures whi ch are in favour of t he un-eoupl ed engine. I t is on t he low-pressure
compressor t hat surging is most l i kel y to be encount ered and t he discussion centres on t he r unni ng
lines on t hi s compressor characteristic.
12.1. At zero flight speed t he j et -pi pe does not choke unt i l t he operat i ng line has begun to
swing away from t he low-pressure surge line (see Fig. 2). Below t hi s poi nt an increase in flight
speed causes t he operat i ng line of t he uncoupl ed engine to move t owards surgi ng unt i l , because
of t he increase i n pressures wi t hi n t he engine due to t he r am pressure rise in t he i nt ake, t he j et -
pipe is again choked. Wi t h t he assumpt i ons of Par t I, t hi s l i mi t i ng line is t he same as for-t he
coupled engine under exact l y similar conditions. However, for lower flight speeds, t h e low-
pressure compressor of t he coupled engine operates to t he low mass flow o r ' surge' side of t hi s
limit. I t is, therefore, i nt ri nsi cal l y mor e prone to surging t han t he uncoupl ed scheme.
12.2. The coupled scheme also shows t he t endency, common in single-rotor engines, for t he
operat i on of t he compressor to move t empor ar i l y t owards surging duri ng acceleration of t he engine.
I t is poi nt ed out in bot h part s of t hi s report t hat a t empor ar y increase in t ur bi ne t emper at ur e
above t hat for equi l i bri um at a given low-pressure rot or speed will move t he operat i on of t he
low-pressure compressor away from surging. The nn-coupl ed scheme is l i kel y to be prone to
surging, therefore, onl y duri ng deceleration at hig h flight speed under low t h r u s t cQ_nditions,
a Condition l i kel y to be met much more rarel y t han an acceleration at low or zero flight speed
at low t hr ust conditions.
12.3. When ' t ypi cal ' charact eri st i cs for t he compressors are used, as in Par t I I of t he report ,
t he st ri ct assumpt i on of t emper at ur e rise in t he compressor var yi ng as t he square of t he speed
is no longer val i d and rigid aer odynami c lockirrg can no longer be expect ed to occur. Fig. 8
shows in fact t hat even wi t h t he j et -pi pe choked t he low-pressure rot or speed varies more r api dl y
t han t he hi gh-pressure rotor speed does. This feat ure is not ed in Section 9.2 of t he report.
Moreover, i t would appear t hat this is not an effect i nt roduced f or t ui t ousl y by t he part i cul ar
compressor charact eri st i cs chosen. For all normal axi al and cent ri fugal compressors will have
charact eri st i cs in which, as mass flow is increased al ong a const ant speed line, t here is a decrease
in t he work done for uni t mass flow, represent ed by t he t emper at ur e rise in t he compressor.
This non- uni f or mi t y of t he rel at i onshi p bet ween t e mpe r a t ur e rise and speed in a compressor,
:t,3
combi ned wi t h t he fact, a mp l y demonst r at ed in t he report, t hat t he compressors of a double-
compound j et engine t end t o operat e in different regions of t hei r respective charact eri st i cs
creates an effect whi ch can perhaps best be described as a ' slipping' of t he aer odynami c locking
whi ch would ot herwi se occur under j et -pi pe choki ng conditions. This slipping serves to lessen
t he t endency t owards low-pressure compressor surgi ng in t he doubl e-compound j et engine.
13. C o n c l u s i o n s . - - T h e mai n effect of t he increased pressure ratio i n t he doubl e-compound
t ype of j et engine compared wi t h a single-rotor t ype is to reduce t he specified fuel consumpt i on
al t hough t he change in specific out put is negligible. The ext r a wei ght i nvol ved by adopt i ng
12 1 pressure ratio, especially if t he operat i ng criterion is good performance at hi gh al t i t ude,
makes t he engine onl y sui t abl e for long range work.
The subdivision of t he engine i nt o t wo compressors i ndependent l y dri ven gives rise to a new
ar r angement of equi l i bri um r unni ng lines. Thi s applies especially to t he low-pressure compressor
charact eri st i c, in whi ch t he order of i ncreasi ng t emper at ur e- r at i o lines is t he reverse of t hat for
t he single-compressor t ype of j et uni t for all nor mal flight condi t i ons al t hough duri ng t he i ni t i al
st ar t i ng peri od t he above does not hold.
Care shoul d be t aken duri ng t he i ni t i al accel erat i ng period to avoi d t he possible surgi ng of
t he hi gh-pressure compressor. On t he ot her hand, rapi d deceleration mi ght cause low-pressure
compressor surgi ng especi al l y at hi gh forward speeds. This effect can, of course, onl y be realised
when t he val ue of t he t emper at ur e rat i o lines decrease t owards t he surge line. '
The performance at al t i t ude is dependent on good compressor charact eri st i cs at hi gh non-
di mensi onal speeds, t hough t hi s in pract i ce mi ght require t he addi t i on of ext r a compressor
stages.
The use of r eheat bet ween t he two t urbi nes mi ght be considered if i ncreased specific out put
is required, and an increase in specific fuel consumpt i on can be t ol erat ed. The cut t i ng of t hi s
reheat process for cruising appears to present difficulties in t he form of overspeedi ng and increased
t emper at ur es i n t he hi gh-pressure t ur bi ne and a movement of t he compressor operat i ng poi nt s
to bad efficiency regions.
Fi nal l y a compari son bet ween t he results of Par t s I and I I of t he report will show t hat t he
convent i onal charact eri st i cs are sufficiently accurat e for a good i nsi ght i nt o t he probabl e t rends
of operat i ng lines for a new engi ne t ype to be i nvest i gat ed wi t h reasonabl e rel i abi l i t y.
No. Aut hor
1 A . D . Moor e . . . .
2 J.A. Dunsby .. ..
3 J. Reeman, P. G. Gray and C. Morris
4 P.G. Gray and C. Morris . . . .
5 G, Hudson . . . . . . . .
REFERENCES
77tle, ;tc.
Revised and' Extended Characteristics of Gas Turbine Cycles. P.J.
Report No. 1211. A.R.C. 9976. June, 1946.
The Effect of Characteristic Form on the Performance of a Simple
Turbine Engine. N.G.T.E. Memo. M.13. A.R.C. 11,225. March,
1947.
Some Calculated Turbine Characteristics. P. J. Report No. 11ll.
July, 1 9 4 5 .
T w o - s t a g e T u r b i n e C h a r a c t e r i s t i c s . N . G . T . E . M e m o . M . 1 0 . A . R . C .
1 0 , 4 3 1 , N o v e m b e r , 1 9 4 6 .
T h e - I m p l i c a t i o n s o f r e p r e s e n t i n g f r i c t i o n a l f l o w i n c o n v e r g e n t n o z z l e s
b y a l a w o f c o n s t a n t a d i a b a t i c e f f i c i e n c y . P . J . M e m o . M . 1 2 0 2 ,
A.R.C. 10,470. May, 1946.
!4
IGO
150
0
1 3 6
I 1 0 " !
i
#
4 0 o
I
o
90 :
gO
u~
u l
~ 7 0 ~
_J
u l
e~ ~o I
50
40
30
~O
t0
L
0 1 0 ' ~ 0
LOW PRESSURECOMPRESSOI~
i l I .!
I I 1 I
I
/
/
I
SCHEME
L
I%1.: t t TEMI=F_R~TURE
H I G . H PRESSURE COMPRESSOR
I l l
I
1
2~ I
t t
= t t I , I I . t t l L - ~ J " i t I I I I 1 I J
30 40 50 60-, , %0 80 80 t oo {: 0 I ~0 0 I 0 '20 30 40 50 60 70 80 9O
REL. Q ~ , / P ~ % REL. Q ~ / a %
t OO IJO
L
120
j lO
0
140
- - 130
i
llO
I00
7 O
~ 6 0
4 O
2 O
FIG. t. Simplified investigation. Comparison of compressor operat i ng lines for different low and high-pressure ratios.
4 - o
3 - S
5 - 0
- - ~ T I 2
/ /
~ 4
,~.-(
t : .
I , (
. 4 " 0
-5" 5
2
3-o
' 1 ' 5
.)
2 ' C
L
:i
I'S
i , O
= 0 ' ~
= 0 . 6 _ _ _ _
~ - - ' 7 -
= O ' 4 ~
--
3 I .
, O - ~
~ : oo.,
4 . 0 ~o
." / / / r "
/ :
- - - : o I
. ' J ~ ~R=_A ~ ~ I - - F I G s Q ~,,~. ~- P ~ (c / ~ : ,
fl 0 I 0 0 IZO -I.0 60 8 0
~ ~ . DEsi GN POINT
~ MASS ?LOW
. ~ LP COMP # INLET P~Es-~U~E
"~Z . L.R . OU'TLET
Ps N P . INLE]"
, L.P. ,, I N L E T TEMPE~ATUR:E
HP. -tURBINE -
Z~T,z . LP COMP~.EEN4P RISE
,1 ~ T 3 ~ H P . : I "
, o : 1 1 ,o 0 ~ ,~ o
l ~P I?.0
IZIc,. 2. Scheme 3-4. Low-pressure' compressor characteristics.
. ! ~ 6
5'0
p,
es
4' 0
3'0
2'0
DESIGN POIN'F
. T ~ . H. R
(~ MASS F' LOW I
Rj H.P, COMP, R I N L E T PRESSURE
H.P. " o r . n " L E T
TL L . F " I N L E T T E MP E R A T U R E
T~ N,P, " " "
&~= L.P. " T E M P E R A T U R E RI SE
A " ~ H.P. - =
T U R B I N E I N L E T T E M R
, . 0 - 1 ~
/
/
0
= 0 . 4 ~
= 0 " 3 -
Z
= O ' Z , /
/
/
/
/
/
.." / I
A-J";~: 0 . ~ , 0 . 3 , o ~ , 0 . 5 , o . ,
.-r, ~ / / / ~ .
.~_--T~ = o.7 I /
r ~ : / /
/ /
///
0 : o / i , I I
o/:,.:.. , ~ o
S .. ~ g l l..~
=, V I o * / ~ t ,
,,t, / ,A, '
/ , , ' ~ 1
/ , I
' t
20 4 0 6 O 6 0 ~ 0 0 tZO
FIG. 3. High-pressure compressor characteristics.
t7
L,)
bJ
Lt}
9
J
0
J
u.
<
Z
Q
. J
1-
I-
g
tlO
tO0
90
80
7 0
$0
50
4 0
30
20
I0
0 - -
0'I
T t
Ts
U P COMP R TEMPERATURE RI ~E
H. P h =,
L P . INLET TEMPERATURE,
H.~ TURB,NE ,N-~T TEMP~TU~E
AT34 /
s ~ : . c
%
J E T A R E A
/
/
- : 77 A,
/ / - "
. /
, / / " ""
, ~" ~%/
/
/
/ /
/ / - "
/ . . . . /
/
/ .
, /
/ /
~- -
. . I . . , - / . I / / ' ~ ' ~
I / .
//
/ /
/ /
/
~TS / /
J
f /
j j - - - -. /
: . . . I - - - - - / /
/ , j t ~ -
/ -------
/ /
z___a _ . 0.11~___~
/ ~ _ * ' ~ 9~r I
/ , ~g~oj J
/
- - - ~ . . .
0 " Z 0"3 0 , 4 O ~ 0"6
"*'Tit / T t
FIG. 4. Simplified investigation. Sea level static performance.
= 1 4 0 0 eK
Tl
T s = 17..00 K
&T~4 = 0'80
Tl
"Is = 1 0 0 0 K
,' ,~
~ , = 0 ' 6 4
Ts = 800" K
18
L. P. COMPiR.ESSO R
I.
3 ~
~
4-
H.P. COMPR E.$.SOR
C. Co
L R TLIRI~I NE
8
6
N.R TURBINE:
~IG. 5. Diagrammatic arrangement of unit.
t 9
O
4 . 4
4 - O
3'6
3"2
Z'4
2"0
1,6 ~4ooo~
K R E L = O
1.2_
O'B
0'4
L.P.C.oMPREs$O~
i I
COMP R DESIGN POib4T.
FULL SPEED POINT I - -
TROPOPAUSE V ~ = O
I ~000
5000
6 5 0 0
( . ~ L . , : o a 6 1 . ,
I \ I '
REL &T,,z= 0'8
TI
s P ~ a n . P o , N i ( s E ~ L ~ V E L
I STaTI c ).
COMPRESSOR SURGE, LINE
0"4
0.3
O,2
O.! 0 - 6
REL. QV~-,
P,
0 ' 7 0-8 0'9 1,0
~P. cOMPRESSO~
r o mp R DESIGN POINT
I
FULL SPEEb POINT
- TROPOPAU~E V zv/-ff'~%-~as=O
~ ' = L , ~ . ' S % " \ 1
5-5
5 . 0
4 . S
4"0
3"5
3.0
\
l " ~ 0 4
0"6 0.i
U' :)
0. 8
P3
L.P. TUR61NEI
2-5
O-!
C H O K I N G LINE
2.0
I.S
1.0
FIG. 6. Equilibrium running lines. Fixed jet area. Design A.
o 4 l
0"40
W
e~ 0 . 3 6
O' S6F- - ~
0.3'
0.~2' z . o
0.30
O-ZG
4oo0
(~EC =o.6sl
_ _ Z E O THRUST
N ~
3 3 0 0
350(
H.P. COMPRESSC] ~
O"28
S UP.GF. L.INE.
0 " 3 0 0"37.
________~
) . 3 4 0 ' 3 6 0"3~
FIG. 7. Design A. Low speed operation of low-pressure compressor.
21
'5
,"7"1,
~5
h
/
i l l
I '
T
I - -
I - -
Ut
Z
I -
Z
ILl
--i
X
--a
c ~
I Ll
I , l
>
. J
I Ll
[ g
1.4
1,3
I-P_
Iol
l ' 0
0-8
0-B
0"7
04>
0.S
0-4
0.3
0 ' 7 .
F z 6 . 8 .
\' ~\,~ ~ . , , i , / 7 1.153
" ~ l i " - I / / I
/ " - / 1 " 4 . / . A , ,
/ " , , , , ' I / / - / I
E~UaLS C~S.4 L ~I L sI sE c\ I I i ~ V / I I I
I . ~ / I ' . 0 5 ' I
tl 1/I
t
0.9 " ' " U. ~, p/ wt ~- 0.9
~ REL ~ , p / ~ - 0. 95
%. ,~.. / ; - : . < /
i . , , , . . / \ ( / - - - t
,z \ \ /
" , < - , / 045
Vari at i on of t hr us t wi t h r ot at i onal speed and flight vel oci t y expressed as equi val ent sea level values.
Fi xed j et area. Design A.
2 2
1.4
tJ
IE
Z
O 1 - 2
4/)
Z
_I
a l
u
O.B
u~
z
~ O. g
w
0.~
1 . 4
7oy
1-2
I-0
0 - B
0 - 8
0 - 4
0 - 2
F I G . 9. V a r i a t i o n of specific f u e l c o n s u m p t i o n w i t h rotational s p e e d a n d flight velocity e x p r e s s e d a s
e q u i v a l e n t s e a level values. F i x e d jet a r e a . D e s i g n A .
2 3
2-4
.4.C
$ ' 6 F ~
3"2
P ~
T,
Z ' 8
Z-O
I'E
I.Z
0 - 8
0"5 0. 4
I 1 I
L.P CC~APRESSOR CHAR~CTEI~ISTICS
"770O
(REL-I-21s)
- / 3 0 8
~-x.\
\
JET AREA INCREASED I t 70 -
J J f
~UNNIN6 LINE WITH DESIGN
VALUE. dET AR~A
N
dET AREA DECI~.EASED ~.0'
550(
5000
"' \ 0-3
J\\
0"2
0'4
0" 5 I'0 0.6
REL.
0-7
P i
- I ~ FULL SPEED pOINT
0'6 SEA-LEVEL STATIC
L &T~a0-5
T, J -
H.P. C-OMP;RES$OR SURGE Li NE
i
1
0"8 0' 9 0. 6
FIG. 10.
S ' O
- - , S
P4
E
3-5
D POINT
-'-L STATIC
Equilibrium running lines for different jet areas.
. . . . . . . . 0"5
;..A
: . D : ' o 7 .
D 16~
0-7 0"8
. REL. Q~' +T
P3
Design A.
O-9 I ' 0
3"0
2-5
2-0
1 " 5 .
I,O
2 " 0 t Z'O~
.t' ~
t ' 8
1. 6
1"4
~" i - 2
Z
"r
I -
I---
id
z ,
ul o , 8
h
J
0 ' 6
. /
0 ' 4
0
O.B
P
t
0"2
vlJT~. = o ,,~.p.~,. i
\
I I I I m I
0. 9 I-O
V/,v"~-,,.=300 "m.p.k.
I.t r & 0.B 0 - 9 t . o t.i t - z o 6
RELATIVE J E T AREA
V a r i a t i o n o f n e t t h r u s t w i t h j e t a r e a , r o t a t i o n a l s p e e d a n d f o r w a r d s p e e d .
V]J~'~ = G O 0 -m.p.k.
0- 9 I-O l.I I-~.
t . 8 ,
I-6,
-4:-
I-0~
0. 4-
0.~:.
F I G . 1 1 . Design A
1.4
17IG. 12.
1 . 3
I-2
1-1
u
'-~ I i
2
o
F
i : k
, ~ I ' 0
" 7
0
U
- - 6
u l
= g i
u . 0"
~ J
I. L
U.I
(J3
,, v f f & : 6 o o , ~ p &
\
r \ ~ ~ ~ : K ~ - v / , ~ - - 3 0 0 ~ .p .~
F
0 " 9
0 " 8
O ~ . L
I 1 ' 1 l i t 1 l i l t l i l t I l l l l i l t r i l l l i l t
0-? 0-~ 0-~ I-0
" I
p ~ i i , , , ,
I . I I.?. 1.3
R E L A T I V E J E T A R E A
Va r i a t i o n of s peci f i c f ue l c o n s u mp t i o n wi t h j e t a r e a f or d i f f e r e n t r o t a t i o n a l s p e e d s a n d f l i ght v e l o c i t i e s .
De s i g n A.
26
[',3
",-I
~REL.P~/PI
I - I
I.O
0-9
0.8
0.7
0.~
/
L P COMPRESSOR 8,000
IC, EL.: ,.03~- , ~
DESIGN PRES~IQI~EmATIO:3-1 N/ - ~_ 7 7 0 0 /
V-~I -(RE@~OO~P'. '",
\ \ - I
. / - 2 > < ' ,
7,000 ~ / ~',
v ~ - o ,~oo/. . . , ~ I
~ = - , \ !~,.--o< ~ . . \
300
\ . = 8
800. I @ 0 o T ,
CREL=
.-i ~ 0, 7
\ ?
, ~oo~ " ' ,
O.S
" 0-4
~1 - . ~' -
C~,_o[sJg) "'.._ o 3
0-2
0. 4 0"5 0.g Oq 0,,8 0-9
REL. Q J"~
P,
I0
.E0o0 /
I-l.l~. COMPRESSOR (REL=I-039) . , l-I
DESIGNPRESSURERATI0=4;I N /'~88 '700 / ",,X I
"~--'f-~e,4.o~)/',, / , , }
I
LR~L=0~'-,, , / ; I-0
R ooo ~-
I ..~. / "' '~
v ~ - o I' , / ~
o o o , \ ~ F : ~ ' ~ y - . . I/X,.',,
". 0.5
~odk,
REL.=0.G49"\
N
o. ~ 0 . 7 0. 8 o.s , . o
R E L . 9 'J'g~
P,
F~G. 13. E q u i l i b r i u m r u n n i n g l i ne s . De s i g n ]3.
0. 8
RELP4/pZ
0.7
0-G,
0"5.
0"4-
0. ~
%
k
t .
P.
I . l
/ 1 0 ' l l
0-41
0 . 3
FIG. 14.
. . . . t.k / N
/ " \ ~ ' T "
\
\ ' / ,
,< , . ' . . ~ ,
~ ,,'
o4\ N I ~"-.-/-~
r I / , , . i . . , 2 1
I o . , ~ , , 7~-LT~I
/ I i I ~.@,_,~
t1.153
1. 0
0 . 9
0.<9
: 0 , 7
0 . 5
D. , 4
0 . 3
0 , 2
o-/
Vari at i on of t hr ust wi t h r ot at i onal speed and flight vel oci t y expressed as equi val ent sea level values.
Fi xed j et area. Design ]3.
28
"b~
.r.D
, z 1. 6
--1
- - 7
O
. ~ 1 ~ I ' ~
Z
O
ul
o
E
ol
z
uJ
-J 0-~
D
{2r
ILl
0"6
0 . 4
O- Z
FIG. 15. Vari at i on of specific fuel consumpt i on wi t h r ot at i onal
speed and flight vel oci t y expressed as equi val ent sea l evel values.
Fi xed j et area. Design B.
I- Z
- - D E S I GN A
. . . . D E S I GN B
9 4
9 Z
) -
u 8 8
z
uJ
u 8 ~
DJ
ko
tn
Lfl
a a
:Z
o
LJ 80
\
\
\
, L P , C O M P R E S S O R
"-. \ , J / ~ H . P . COMPRESSOR
\
\ \
O ~ . p K.
3 0 0 1-15
E O0
I D E S I G N A
~ I.I0
%., " , 1 . 0 0
' - ~ 0 - 8 5
O~ 0"~ I-O |-I. 1-2
REL/ I , TI VE J E T AREA
;El
f~
f -
ro
Z
g
uJ 3 0 0
250
<F
m m 200
o .
2E
uJ
~- 150
~ 0 o
8
"4O
/ ?.
, ~ 1 . , , ~ _ / _ . 2 o ~ .
/ ,.oo
/
j
o (c) ( ~ )
O~ 0-'7 0-~ o- 9 i-O ~-i 0-'7 o-8 0- 9 i ,O I-r I,?
RELATIVEL.RCOMPRE. SSORSPEED
FIG. 16. Temper at ur e rise and mass flow wi t h l ow-pressure
compressor speed (a), (c) and (d).
Var i at i on of Re1. ~ T i j p / v / ( t a ) wi t h Rel. N a r / ~ / ( t a ) and j et ar ea (b).
R. & M. No . 2645
(11, 335)
A. R. C. T e c h n i c a l R e p o t
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