Unit I

BASIC CONCEPTS AND ISENTROPIC FLOWS

1

PART-A
Distinguish between compressible fluid and incompressible fluid flow. (Nov/
Dec-2006)

Density is constant for incompressible fluid flow and it is variable for

incompressible fluid flow. The compressibility factor is one for incompressible
fluid and is less than one for compressible fluid. Examples are incompressible fluid
- water, oil and compressible fluid air, hydrogen
Define Mach number. (Apr/May- 2008)
Mach number is defined as the ratio of local velocity of fluid to local sonic velocity
at the same point.
M

Velocity of fluid
C

Velocity of sound a

What are the different regions of compressible flow? (April/May-2008).

When the fluid velocity and velocity of sound is plotted graphically on the c-c
coordinates, a steady flow ellipse is obtained. The various regions of flow are;
M<<1: Incompressible region
M<1: Subsonic region
M=1: Sonic region
M>1: Supersonic region
M>5: Hypersonic region
What is the difference between nozzle and diffuser?

Nozzle is a device in which there is an increase in the velocity and decrease in the
pressure. Diffuser is a device which there is a decrease in the velocity and increase
in the pressure.
5

What are Mach cone and Mach angle? (April/May-2008)

In the supersonic flow, any disturbance will be propagated to the surroundings with
a velocity greater the acoustic velocity and hence the source point is always ahead
of wave front. Tangents from the source point to the spherical waves will form a
cone and this is called as Mach cone. The semi-angle of Mach cone is known as
Mach angle and given by
1

sin 1

Define stagnation state and stagnation enthalpy. (Nov/Dec-2009)

The stagnation state of a fluid is defined as the state of the fluid attained, when the
flow is isentropically decelerated to zero velocity at zero elevation. Stagnation
enthalpy of a gas is its enthalpy when it is isentropically decelerated to zero velocity
at zero elevation.
Define stagnation pressure and stagnation density. (Nov/Dec-2007)
Stagnation pressure of a gas is defined as the pressure attained, when the gas is
isentropically decelerated to zero velocity at zero elevation. The stagnation density
of a gas is defined as the density corresponding to stagnation pressure and
stagnation temperature.
Define stagnation velocity of sound. (Nov/Dec-2009) The stagnation velocity
of sound is defined as the sonic velocity corresponding to stagnation conditions of a
a 0 RT 0
gas. The stagnation velocity of sound
substituting
,
a 0 1 h0
and simplifying
R=Cp (-1)/
Write brief note on reference velocities. (April/May-2008)
a RT
Local velocity of sound
ao RTo
Stagnation velocity of sound
C max ao

2
1

Maximum velocity of sound

a * C * RT *

Critical velocity of sound/fluid

10

Write the energy equation in differential form. (May/June-2013)

In adiabatic flow q = 0. Therefore, the energy equation becomes
dh + cdc + dz + Ws = 0

PART-B
The Mach number at the exit of a combustion chamber is 0.2. The ratio of stagnation
temperatures at exit and entry is 3.74. If the pressure and temperature of the gas at
exit is 2.5 bars and 1000oC respectively determine (a) Mach number, pressure and
temperature of the gas at entry, (b) the heat supplied per kg of the gas and (c) the
maximum heat that can be supplied

The conditions of a gas in a combustor at entry are:P 1=0.343 bar,

T1=310 k,C1=60 m/s.Determine the Mach number, pressure,
temperature and velocity at the exit if the increase in stagnation
enthalpy of the gas between entry and exit is 1172.5kJ/kg

The pressure, temperature and velocity of a gas in combustion chamber at entry

are0.35 bar.300k and 55m/s. the increase in stagnation enthalpy of the gas between
entry and exit is 1170 kJ/Kg k. calculate the following:
Exit temperature, M2
Exit pressure,P2
Exit temperature T2
Exit velocity T2

UNIT II FLOW THROUGH DUCTS

PART-A
1

1. Define Fanno flow (Nov/Dec-2012)

The one dimensional steady adiabatic flow in a constant area duct with frictional
effects is known as Fanno flow.
What are the assumptions for Fanno flow? ( Nov/Dec-2007,08,10)
The assumptions for Fanno flow are
i. The flow occurs in constant area duct
ii. The flow is adiabatic
iii. No work transfer across the boundary of the system
iv. The fluid behaves as perfect gas throughout the flow
v. The specific heat and molecular weight of the fluid remain constant
vi. The flow is steady and one dimensional
Wall friction is the sole driving potential in the flow and the effect of body forces are
neglected.
How the flow properties changes due to heating in Rayleigh flow, when the flow is
initially supersonic? (Nov/Dec-2006)
Property Supersonic flow (M>1)
Heating
Cooling
M
Decreases Increases
T0
Increases Decreases
P0
Decreases Increases
P
Increases Decreases
C
Decreases Increases
T
Increases Decreases
Give few examples of Fanno flow (Nov/Dec-2012)
Fanno flow occurs in many engineering systems including fluid flow in aerospace
propulsion systems, thermal and nuclear power plants, chemical process plants, gas
industries and air conditioning systems.
Explain the phenomenon chocking in Fanno flow (Nov/Dec-2012)
In the Fanno flow, the chocking occurs when the Mach number is unity. For subsonic
entry condition, the Mach number increases and for supersonic entry condition, the
Mach number decreases along the direction of flow and reaches the chocking point.
Hence the mass flow rate is maximum at the critical state and the flow is said to be
chocked flow.
Discuss the effect of friction in constant area duct if the flow initially
(i) subsonic (ii) supersonic
Variation of flow parameters in Fanno flow
Properties
Initially Subsonic
Initially Supersonic
M
Increases
Decreases
C
Increases
Decreases
Decreases
Increases

T
Decreases
Increases
To
Constant
Constant
P
Decreases
Increases
Po
Decreases
Decreases
F
Decreases
Decreases
4fLmax/D
Decreases
Decreases
Define Rayleigh flow (Nov/Dec-2012)
One dimensional steady frictionless flow through a constant area duct with heat
transfer is known as Rayleigh flow.
Outline the assumptions made in Rayleigh flow (Nov/Dec-2007,08,10)
The various assumptions for Rayleigh flow analysis are
(i) The flow takes place in constant area duct
(ii) The frictional effects are negligible
(iii) The gas behaves as perfect gas and properties are constant
(iv) The flow is steady and one dimensional
(v) The external shaft work and body forces are absent
State the two governing equations used in plotting Rayleigh line (Nov/Dec-2005
Continuity equation

m
G C
A

Momentum equation
G2
P
constant

1
0

Distinguish between Rayleigh flow and Fanno flows. (Apr/May-2005,13)

Fanno Flow
Rayleigh Flow
One dimensional stead frictional flow
One dimensional steady frictionless
flow
Stagnation temperature is constant
Stagnation temperature is not
constant
There is no heat transfer
Heat transfer occurs
Friction is the driving force
No friction

PART-B
The Mach number at the exit of a combustion chamber is 0.2. The ratio of stagnation
temperatures at exit and entry is 3.74. If the pressure and temperature of the gas at
exit is 2.5 bars and 1000oC respectively determine (a) Mach number, pressure and

temperature of the gas at entry, (b) the heat supplied per kg of the gas and (c) the
maximum heat that can be supplied.

The conditions of a gas in a combustor at entry are:P1=0.343 bar,

T1=310 k,C1=60 m/s.Determine the Mach number, pressure,
temperature and velocity at the exit if the increase in stagnation
enthalpy of the gas between entry and exit is 1172.5kJ/kg

The pressure, temperature and velocity of a gas in combustion chamber at entry

are0.35 bar.300k and 55m/s. the increase in stagnation enthalpy of the gas between
entry and exit is 1170 kJ/Kg k. calculate the following:
Exit temperature, M2
Exit pressure,P2
Exit temperature T2
Exit velocity T2

Air flows through a pipe of 300 mm diameter. At inlet temperature is

35O C, pressure is 0.6 bar and stagnation pressure is 12 bar.At a
location 2 m down stream, the static pressure is 0.89 bar.Estimate the
average friction coefficient between two section
D= 300mm; T1= 35OC P1= 12 bar

friction coefficient f =5.5X10-3

5

Air having an Mach number of 5 is decelerated in a 7.5 cm internal

diameter pipe to Mach number 3.compute the length of the pipe which
will cause this deceleration if f =0.005 and =1.4.

5)B)A circular duct passes 8.25 Kg / S of air at an exit Mach number

of 0.5.The entry pressure and temperature are 345 KPa and 38 C
respectively and the coefficient of friction 0.005. If the Mach number
at entry is 0.15, determine,
(i) The diameter of the duct,
(ii)Length of the duct,
(iii)Pressure and temperature at exit and
(iv)Stagnation pressure loss.
0

UNIT III NORMAL AND OBLIQUE SHOCKS

PART-A
1

Define normal shock. (Nov/Dec-2006)

When the shock waves are right angles to the direction of flow and the rise in
pressure is abrupt are called normal shock waves.

What is Prandtl-Meyer relation? (Nov/Dec-2006)

The fundamental relationship between gas velocities before and after the normal
shock wave and critical velocity of sound is known as Prandtl-Meyer relation.
a *2 C x C y ;

Cx C y
1;
a * a*

M *x M *y 1

Write the expression for Mach number downstream of the normal shock
2
M x2
1
M y2
2
M x2 1
1

Write the expressions for change in static pressure, static temperature, density,
and stagnation pressure across a normal shock in terms of upstream Mach
number. (May/June-2013)
Py
2
1

M x2
Px 1
1
Static pressure ratio:

1 2 2

M x
M x2 1
1
Ty
2
1

2
Tx
1 M 2
x
2 1
Static temperature ratio:
1 2
Mx
y
2

1 2
x
1

Density ratio:

Mx

Stagnation pressure ratio:

5

1 2
Mx
2
1 2
1
Mx
2

2
1

M x2
1
1

Give two useful applications of shock waves. (Nov/Dec-2008)

1
1

Jet engines, Shock tubes and Supersonic wind tunnel.

State Rankine - Hugoniot equation. (April/May-2008)
1 Py
1 y
1
1
y 1 Px
Py 1 x

x
Px
1 Py
1 y

1 Px
1 x

Explain why the shock cannot occur in subsonic flows. (Nov/Dec-2008)

For subsonic flow Mx<1, then the entropy change will take a negative value that
represents a decrease in the entropy, which is not possible as per second law of
thermodynamics. Therefore, it is impossible for shock wave to develop in subsonic
flow.
Define the term: Strength of shock wave. (Nov/Dec-03, May/June-2004)
Strength of the shock wave is defined as the ratio of the increase in static pressure
across the shock to the upstream static pressure.

Py Px
Px

What do you understand by strong and weak waves? Which one is preferred?

10

(Nov/Dec-2008)
Based on the pressure rise across the shock wave, it is classified as strong and weak waves.
The pressure rise is higher for strong waves and low for weak waves. The strong shock
waves are preferred in the air propulsion application
What do you understand by oblique shock? (May/June-2004)

The shock wave which is inclined at an angle to the direction of flow is called
oblique shock. When the flow is supersonic, the oblique shock occurs at the corner
due to the turning of supersonic flow.
PART-B
1
2
3
4
5

UNIT IV JET PROPULSION

PART-A
1

What is jet propulsion?

Ans: Jet propulsion is an act of pushing forward a body in a fluid medium by the
reaction of jet produced by the combustion of fuel and air. The principle of jet
propulsion is obtained from Newtons second and third law of motion.
How is jet propulsion classified? (Apr/May-08)
Jet propulsion is classified into two types
a. Air breathing propulsion engine
b. Rocket propulsion engine
List different types of jet engine?( Apr/May-2008)
i. Turbo propeller engine
ii. Turbo jet engine
iii. Turbofan engine
iv. Ram jet engine
v. Pulse jet engine

List the components of turbo jet engine?(Nov/Dec-2006)

The components of turbo jet engine are Diffuser, Compressor, Combustion chamber,
Turbine, and Exhaust nozzle.

Give the difference between turbo propeller engine and turbo jet engine
Turbo Propeller Engine
Turbo Jet Engine
TSFC is low
TSFC is high
Propulsive efficiency within the range
Propulsive efficiency is low
of operation is higher
Take of roll is sort and require shorter
Take of roll is longer and require longer
runway
runway
Higher frontal area
Lower frontal area
Higher weight per unit thrust
Lower weight per unit thrust
Give the difference between turbo jet and ram jet engines. .(Apr/May-2006)

Turbo Jet Engine

Compressor and turbine are used
Lower thrust per unit weight
Design and Construction is complicated
No launching machine is required

Ram Jet Engine

Compressor and turbine are not used
but diffuser and nozzle are used
Higher thrust per unit weight
Design and construction is easy
Launching machine is required

Give the difference between ram jet and pulse jet engines. .(Apr/May-2004)
Pulse Jet Engine
Ram Jet Engine
Mechanical valve arrangements are
Works without the aid of any
used in combustion chamber
mechanical device and needs no
moving parts
The stagnation temperature at diffuser
Ram jet engine works at supersonic
exit is comparatively less
speed, the stagnation temperature is
very high
Vibration occurs due to valve
No vibration occurs
arrangement

What is ram effect? ?( Apr/May-2005)

When an aircraft flies with high velocity, the incoming air is compressed to high
pressure without external work at the expense of velocity energy is known as ram

effect
Briefly discuss about thrust and its types. ?( Apr/May-2005)
The force which propels the aircraft forward at a given speed is called thrust. There

10

are two types of thrust, namely, propeller thrust and jet thrust. Thrust is calculated
from the Newtons second law of motion; the thrust produced is equal to the rate of
change of momentum. The thrust is calculated by
F=ma(Cj u)
where ma = Mass of air
Cj = Jet speed
u = Speed of aircraft
Define propulsion efficiency and thermal efficiency.(Apr/May-2004)
Propulsive power (or) thrust power
2
P

Power output of engine

1
Propulsion efficiency:
Thermal efficiency:
2

th

Cj
Power output of the engine

1 2
Power input to the engine through fuel 2 f CV

where f=Fuel-air ratio, CV=Calorific value,

= Effective speed ratio=Cj/u
PART-B
1
2
3
4
5

UNIT V SPACE PROPULSION

PART-A
1

What are the types of liquid propellants? Give examples.

i.
Storable propellants (e.g.) monomethyl hydrazine and unsymmetrical
dimeylhydrazine

ii.

Cryogenic propellants (e.g.) liquid oxygen, liquid hydrogen, liquid fluorine and
liquid ammonia.
What is monopropellant? Give examples. .(May/June-2004,13)
Monopropellant contains both fuel and oxidizer in single chemical. (e.g.) hydrogen
peroxide, hydrazine, nitroglycerine and nitro methane
.

List the desirable properties of liquid propellants.

i.
The heat released during combustion per kg of the propellant should be high.
ii.
The propellant should have higher density, so that they can be stored in smaller
tanks
iii.
The propellant should have lower freezing point.
iv. The propellant should be non-corrosive
v. The propellant should be chemically stable
vi.
Propellant should not be poisonous and hazardous.

What are the types of solid propellants? Give examples. .(May/June-2010)

Solid propellants are two types, heterogeneous or composite propellants and homogeneous
mixture of organic substances.
Heterogeneous propellants: Ammonium nitrate, potassium nitrate, ammonium percolate,
and potassium percolate as oxidizer and polymers, plastics and PVC as fuel.
Homogeneous propellants: Nitroglycerine and nitro cellulose

List the desirable properties of solid propellants

i.
Propellant should be abundantly available at low cost and safe to handle
ii.
Physical and chemical properties should not change during processing
iii.
The heat energy released during combustion should be high
The propellant should not chemically react during processing

What is bipropellant? Give examples. (Nov/Dec-2005)

The fuel and oxidizer is separate chemical in a bipropellant rocket.
(e.g.) monomethyl hydrazine and unsymmetrical dimeylhydrazine, liquid
oxygen,
liquid hydrogen, liquid fluorine and liquid ammonia.

Differentiate between monopropellant and bi-propellant. (Nov/Dec-2007)

a.

Monopropellant: A liquid propellant which contains both a fuel and oxidizer in single
chemical is known a monopropellant. E.g. Nitroglycerine, Nitro methane.

b. Bi-propellant: If the fuel and oxidizer are different from each other in its chemical
nature then the propellant is called bi-propellant. Example: Liquid, oxygen, gasoline

What are the advantages of solid propellant rockets over liquid propellant rockets?
List any two.(Nov/dec-2005)
I)

Liquid propellant can be reused or recharged. Hence it is economical

II)

Increase or decrease of speed is possible when it is in operation.

Specific impulse is very high.

III)
9

Storing and transportation is easy as the fuel and oxidizer are kept separately.

Compare the propulsive efficiency of jet engine with that of rocket engine.( Nov/Dec2006)
2.

10

Propulsive efficiency of jet engine: The ratio of propulsive power or thrust power to the
power output of the engine for same jet engine and rocket engine.
What is meant by restricted burning in rockets?(Nov/Dec-2006)
In this case, the inhibition material (or) restrictions prevent the propellant grain from
burning in all directions. The propellant grain burns only at some surfaces while other
surfaces are prevented from burning.
PART-B

Explain in details about ramjet engine and pulse jet engine

RAMJET ENGINE
The ramjet engine is an air breathing engine which operates on the same principle as the
turbojet engine. Its basic operating cycle is similar to that of the turbojet. It compresses the
incoming air by ram pressure, adds the heat energy to velocity and produces thrust. By
converting kinetic energy of the incoming air into pressure, the ramjet is able to operate
without a mechanical compressor. Therefore the engine requires no moving parts and is
mechanically the simplest type of jet engine which has been devised. Since it depends on the
velocity of the incoming air for the needed compression, the ramjet will not operate
statistically. For this reason it requires a turbojet or rocket assist to accelerate it to operating
speed.
At supersonic speeds the ramjet engine is capable of producing very high thrust with high
efficiency. This characteristic makes it quite useful on high speed aircraft and missiles, where
its great power and low weight make flight possible in regions where it would be impossible
with any other power plant except the rocket. Ramjets have also been used at subsonic speeds
where their low cost and light weight could be used to advantage.
Principle of Operation: The ramjet consists of a diffuser, fuel injector, flame holder,
combustion chamber and exit nozzle The air taken in by the diffuser is compressed in two
stages.
The external compression takes place takes place because the bulk of the approaching engine
forces the air to change its course. Further compression is accomplished in the diverging
section of the ramjet diffuser. Fuel is injected into and mixed with air in the diffuser. The flame

holder provides a low velocity region favourable to flame propagation, and the fuel-air mixture
recirculates within this sheltered area and ignites the fresh charge as it passes the edge of the
flame holder. The burning gases then pass through the combustion chamber, increasing in
temperature and therefore in volume. Because the volume of air increases, it must
speed up to get out of the way off the fresh charge following behind it, and a further increase in
velocity occurs as the air is squeezed out through the exit nozzle. The thrust produced by the
engine is proportional to this increase in velocity.

Advantages
1. Ramjet is very simple and does not have any moving part. It is very cheap and requires
almost no maintenance.
2. Since turbine is not used the maximum temperature which can be allowed in ramjet is very
high, about 2000 C as compared to about 1000 C in turbojets. This allows a greater thrust to be
obtained by burning fuel at A/F ratio of about 15.1 which gives higher temperatures.
3. The SFC is better than turbojet engines at high speed and high altitudes.
o

4. There seems to be no upper limit to the flight speed of the ramjet.

Disadvantages
1. Since the compression of air is obtained by virtue of its speed relative to the engine, the takeoff thrust is zero and it is not possible to start a ramjet without an external launching device.
2. The engine heavily relies on the diffuser and it is very difficult to design a diffuser which
will give good pressure recovery over a wide range of speeds.
3. Due to high air speed, the combustion chamber requires flame holder to stabilise the
combustion.
4. At very high temperature of about 20000 C dissociation of products of combustion occurs
which will reduce the efficiency of the plant if not recovered in nozzle during expansion.
Application: Due to its high thrust at high operational speed, it is widely used in high speed
aircrafts and missiles. Subsonic ramjets are used in target weapons, in conjunction with
turbojets or rockets for getting the starting torque.
PULSE JET ENGINE
The pulse jet engine is an intermittent, compressor less aerodynamic power plant, with few or
none of the mechanical features of conventional aviation power plants. In its simplest form, the
operation of the pulse jet depends only on the properties of atmospheric air, a fuel, a shaped
tube and some type of flow-check valve, and not on the interposition of pistons, impellers,
blades or other mechanical part whose geometry and motion are controllable. The pulse jet
differs from other types of air breathing engines, in that the air flow through it is intermittent. It
can produce static thrust.
Operations during starting compressed air are forced into the inlet which opens the spring
loaded flapper valves. In practice this may done by blowing compressed air though the valve
box or by the motion of the engine through the air. The air that enters the engine passes by the
fuel injector and is mixed with the fuel

The pulse

jet has low thermal efficiency. In early designs the efficiency obtained was about 2 to 3% with
a total flight life of 30 to 60 minutes. The maximum operating speed is seriously limited by tow
factors: (i) It is possible to design a good diffuser at high speeds. (ii) The fiepper valves, the
only mechanical part in the pulse jet, also have certain natural frequency and if resonance with
the cycle frequency occurs then the valve may remain open and no compression will take
place. Also, as the speed increases it is difficult for air to flow back. This reduces total
compression pressure as well as the mass flow of air which results in inefficient combustion
and lower thrust. The reduction in thrust and efficiency is quite sharp as the speed increases.
Advantages :
1. This is very simple device only next to ramjet and is light in weight. It requires very small
and occasional maintenance.
2. Unlike ramjet, it has static thrust because of the compressed air starting, thus it does not need
a device for initial propulsion. The static thrust is even more than the cruise thrust.
3. It can run on an almost any type of liquid fuel without much effect on the performance. It
can also operate on gaseous fuel with little modifications.
4. Pulse jet is relatively cheap.
Disadvantages :
1.The biggest disadvantage is very short life of flapper valve and high rates of fuel
consumption. The SFC is as high as that of ramjet.
2. The speed of the pulse jet is limited within a very narrow range of about 650-800 km/h
because of the limitations in the aerodynamic design of an efficient diffuser suitable for a wide
range.
3. The high degree of vibrations due to intermittent nature of the cycle and the buzzing noise
has made it suitable for pilotless crafts only.
4. It has lower propulsive efficiency that turbojet engine.
5. The operational range of the pulse jet is limited in altitude range.
Applications: German V-1 buzz bomb, American Helicopter companys Jet Jeep Helicopter,
Auxiliary power plant for sail planes.

Explain in detail about turbo jet engines

Turbojet Engine
The turbojet engine consists of diffuser which shows down the entrance air and thereby
compresses it, a slows down the entrance air and thereby compresses it, a simple open cycle
gas turbine and an exist gas into kinetic energy. The increased velocity, of air thereby produces
thrust. the basic arrangement of the diffuser, compressor, combustion chamber, turbine and the
exhaust nozzle of a turbojet engine. Of the total pressure rise of air, a part is obtained by the
rain compression in the diffuser and rest in the compressor. The diffuser converts kinetic
energy of the air into pressure energy. In the ideal diffuser, the air is diffused isentopically
down to zero velocity. In the actual diffuser the process is irreversible adiabatic and the air
leaves the diffuser at a velocity between 60 and 120 m/s.

The hot gas is then expended through the exit nozzle and the energy of the hot gas is converted
into as much kinetic energy as is possible. This change in velocity of the air passing through
the engine multiplied by the mass flow of the air is the change of momentum, which produces
thrust. The nozzle can be a fixed jet or a variable area nozzle. The variable area nozzle permits
the turbojet to operate at maximum efficiency over a wide range of power output. Clamshell,
Finger or Iris, Centre plug with movable shroud, annular ring, annular ring with movable
shroud are the various types of variable area nozzle for turbojet engines. The advantage of
variable area nozzle is the increased cost, weight and complexity of the exhaust system.
The needs and demands being fulfilled by the turbojet engine are
1. Low specific weight to of the reciprocating engine
2. Relative simplicity no unbalanced forces or reciprocating engine
3. Small frontal area, reduced air cooling problem- less than th the frontal area of the
reciprocating engine giving a large decrease in nacelle drag and consequently giving a greater
available excess thrust or power, particularly at high speeds.

4. Not restricted in power output - engines can be built with greatly increased power output
over that of the reciprocating engine without the accompanying disadvantages.
5. Higher speeds can be obtained not restricted by a propeller to speeds below 800 km/h.

Explain in detail about turbo prop engine

Turboprop Engine (Propeller turbine, turbo-propeller, prop jet, turbo-prop)
For relatively high take-off thrust or for low-speed cruise applications, turboprop engines are
employed to accelerate a secondary propellant stream, which is much larger than the primary
flow through the engine. The relatively low work input per unit mass of secondary air can be
adequately transmitted by a propeller. Though a ducted fan could also be used for this purpose,
a propeller is generally lighter compared to ducted fan could also be used for this purpose, a
propeller is
generally lighter compared to ducted fan engine and with variable pitch, it is capable of a wider
range of satisfactory performance.
In general, the turbine section of a turboprop engine is very similar to that of a turbojet engine.
The main difference is the design and arrangement of the turbines. In the turbojet engine the
turbine is designed to extract only enough power from the high velocity gases to drive the
compressor, leaving the exhaust gases with sufficient velocity to produce the thrust required of
the engine. The turbine of the turboprop engine extracts enough power from the gases to drive
both the compressor and the propeller. Only a small amount of power is left as thrust. Usually a
turboprop engine has two or more turbine wheels. Each wheel takes additional power from the
jet stream, with the result that the velocity of the jet is decreased substantially.
Figure 6 shows a schematic diagram of a turboprop engine. The air enters the diffuser as in a
turbojet and is compressed in a compressor before passing to the combustion chamber. The
compressor in the turboprop is essentially an axial flow compressor. The products of
combustion expand in a two-stage or multistage turbine. One stage of the turbine drives the
compressor and the other drives the propeller. Thus the turbine expansion is used to drive both
compressor as well as propeller and less energy is available for expansion in the nozzle. Due to
lower speeds of propeller a reduction gear is necessary between turbine and the propeller.
About 80 to 90% of the available energy in exhaust is extracted by the turbine while rest, about
10 to 20%, contributes the thrust by increasing the exhaust jet velocity.
Total thrust = jet thrust + propeller thrust
Turboprop engines combine in them the high take-off thrust and good propeller efficiency of
the propeller engines at speeds lower than 800 km/h and the small weight, lower frontal area
and reduced vibration and noise of the pure turbojet engine.
Its operational range is between that of the propeller engines and turbojets though it can
operate in any speed up to 800 km/h.

The power developed by the turboprop remains almost same at high altitudes and high speeds
as that under sea-level and take-off conditions because as
speed increases ram effect also increases. The specific fuel consumption increases with
increase in speed and altitude. The thrust developed is high at take-off and reduces at increased
speed.
Advantages
1. Turboprop engines have a higher thrust at take-off and better fuel economy.
2. The frontal area is less than air screw so that drag is reduced.
3. The turboprop can operate economically over a wide range of speeds ranging from low
speeds, where pure jet engine is uneconomical, to speeds of about 800 km/h where the
propeller engine efficiency is low.
4. It is easy to maintain and has lower vibrations and noise.
5. The power output is not limited as in the case of propeller engines (air screw).
6. The multicast arrangement allows a great flexibility of operation over a wide range of

speeds.
Disadvantages
1. The main disadvantage is that at high speeds due to shocks and flow separation, the propeller
efficiency decreases rapidly, thereby, putting up a maximum speed limit on the engine.
2. It requires a reduction gear which increases the cost and also consumes certain energy
developed by the turbine in addition to requiring more space.

Explain in detail about turbo fan engine

The Turbofan Engine

The turboprop is limited to mach number of about 0.7 because of the sharp decrease in
propeller efficiency encountered above that mach number. However, the turboprop concept of
increasing mass flow rate without producing an excessive increment in exhaust velocity is
valid at any mach number and the use of a ducted fan combined with a jet turbine provides
more economical operation at mach numbers close to unity than does the simple jet turbine. If
a duct or shroud is placed around a jet engine and air is pumped through the annular passage by
means of one or more sets of compressor blades, the resulting engine is called a turbofan, and
is capable of producing (under proper conditions) somewhat better thrust specific fuel
consumption characteristics than the turbojet itself. Basically, the air passing through the fan
bypasses the combustion process but has energy added to it by the compressor fan, so that a
sizable mass flow can be shunted through the fan. The air which bypasses the combustion
process leaves the engine with a lower amount of internal energy and a lower exhaust speed
than the jet exhaust. Yet, the thrust is not decreased since the turbofan can pump more air per
unit time than a conventional jet at subsonic speeds. Accordingly, the average exhaust velocity
of the turbofan (averaging the turbine flow and the bypass flow) can be made smaller at a given
flight speed than that of a comparable turbojet and greater efficiency can be obtained. In
turbofan engine the fan cannot be designed for all compressor ratios which is efficient at all
mach numbers, thus, the turbofan is efficient over a rather limited range of speeds. Within this
speed range, however, its improved cruise economy makes it a desirable unit for jet transport
aircraft.