Propulsion Project Report

Off Design Turbofan

UNDER THE GUIDANCE

Assistant Professor Munir Elfarra

Mustafa Tuğberk Çakır 14030021028

Kadri Koçer 14030021030

Aeronautical Engineering
at
Aviation and Space Science Faculty
Necmettin Erbakan University
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Abstract

In this paper Turbofan engine performance graphs including thrust, thrust specific fuel consumption, fan
pressure ratio, high compressor pressure ratio, bypass ratio that is controlled by the engine control
system were drawn based on inlet Mach number and various flight heights.

Simplifying Assumptions

1. The LP and HP compressors are assumed to have equal polytropic efficiencies.

2. The polytropic efficiency of the turbine is assumed to be constant for all operating conditions.

3. The high pressure and low pressure turbines have equal polytropic efficiencies.

4. The expansion in the exhaust nozzle(s) is assumed to be ideal, i.e. there is no under or overexpansion,
hence the area of the fixed nozzle remains constant throughout.

5. The flow is choked at HP turbine entrance nozzle, low pressure türbine entrance nozzle and primary
exit nozzle. Also the bypass duct nozzle fort he turbofan is choked.

6. The total pressure ratios of the main burner, primary exit nozzle and bypass stream exit nozzle don’t
change from their referance values.

7. The term unity plus the fuel/air ratio (1+f) will be considered as a constant.

8. Turbine cooling and leakage effect are neglected.

9. Perfect gas upstream of main burner with constant properties

10. Perfect gas downstream of main bumer with constant properties.

11. All component are adiabatic.

Off Design Turbofan Discussion

A turbofan engine is more complicated than a turbojet because it has two nozzles one for the cold flow
and the other for the hot flow; depending on the throttle settings and the flight conditions, the nozzles
may be unchoked or choked. The method of estimating the offdesign performance has thus to be based
on the assumption that the nozzles may be either choked or unchoked. When studying off-design
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performance, the design variables are already selected and the independent variables are basically the
flight conditions and the throttle settings. (We have the same throttle setting in this project.)

Figure 1 Turbofan Engine with seperate exhaust

Figure 1 and 2 shows a turbofan engine. Turbine and compressor are divided into two parts of low
pressure and high pressure. High-pressure turbine drives the high-pressure compressor through High
Pressure Spool also Low-pressure turbine drives fan and low pressure compressor through Low
Pressure.Spool.

Figure 2 Turbofan Engine

The turbofan engines used on commercial subsonic aircraft typically have two spools and seperate
exhaust nozzles of the convergent type, as shown Figure 1. For ease of analysis, we will consider a
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turbofan engine whose fan exit state (13) is the same as the low-pressure compressor exit state as the low-
pressure compressor exit state (2.5). whenever the specified πcL is smaller than πf , the following
condition is applied instead: πcL = πf .

For the project first problem (The fan exit state is the same as the LPC exit state) we have sytem of nine
equations is solved by functional iteration, starting with referance quantities as initial values for
. The following equations are calculated for the nine dependent variables in the order
listed until successive values of do not change more than a specified amount (0.0001).

Some turbofan engines are constructed with compressor stages on the low-pressure spool as shown in
Figure 2. This addition of compressor stages to the spool that powers the fan gives a better balance
between the high- and low-pressure turbines. This change in engine layout also adds two dependent
variables to the nine we had for the performance analysis of the turbofan engine in the previous section.
These two new variables are the low-pressure compressor's total temperature ratio and total pressure
ratio
For the project first problem (The fan exit state is not the same as the LPC exit state), we have system of
eleven equations is solved by functional iteration, starting with referance quantities as initial values for
The following equations are calculated for the 11 dependent variables in the order
listed until successive values of the do not change more than a specified amount (0.0001).
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Turbofan Core Component

 Compressor: Pressure increases as air travels through it. Entire unit is contained within a
convergent duct so that the increase in velocity overrides the tendency of the air to flow back to the
intake.

 Diffuser: A divergent duct is created between the compressor and combustion sections. This is the
area of highest pressure in the engine.

 Combustion Area: Constant pressure and highest temperatures here. Pressure in combustion
chamber is lower than pressure of air exiting the diffuser, otherwise flow through engine would
reverse. Exit from combustion chamber forms a convergent duct thus velocity of gas increases as it
exits.

 Turbine: Turbine stages extract energy from the gas stream. There is an overall decrease in
temperature, pressure and velocity.

Effect of Thrust
Thrust depends, in part, on the mass of air being accelerated. Thus anything which affects the mass of the
air will also affect the thrust produced.

Altitude

Table 1. Thrust change with respect to altitude and mach number

High altitude - Less density - Less Thrust.

Reduction in density at altitude is the predominating influence as compared to the benefit gained from
lower temperatures. Above tropopause where temperature is constant, the rate of thrust loss increases. İt
is showing Table 1. Rows are Mach and Columns are altitude. Density also varies temperature and
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humidity so less thrust will be produced in hot and humid conditions. High ambient temperatures reduce
thrust and engine power.

Mach
At high speeds (greater than M 0.3) air becomes compressible producing an area of relatively high
pressure in the intake. Pressure rises - Temperature rises - Temperatures at turbine will be the limiting
factor for maximum thrust.

Bleed Speed (Nspool)

Bleed air from engine to power other systems reduces the mass flow through engine and thus
thrust. Reduces the air density - Reduces mass flow through engine - Reduces thrust.

Mass Fuel Rate

Burning more fuel - Increase in temperature - More acceleration of air - Increase in thrust.

Specific Fuel Consumption

It is the ratio of fuel mass consumed to produce a unit of thrust per unit of time. Higher compression ratio
engines have lower SFC. Specific fuel consumption increases with increasing Mach0 and pifan.

Bypass Ratio

An important point noticed was that bypass ratio increases as the thrust is cut back. The reason why
bypass ratio increases can be found by simple logical reasoning as shown. Since bypass ratio is given as
mc/mh it can be written in terms of exit nozzle mass flow parameters. The optimum bypass ratio decreases
with pifan and increases with Mach0.

Effect of Compressor Pressure Ratio

Compressor pressure ratio increases, the baseline engine exhibits a decrease in specific thrust and specific
fuel consumption with an almost constat level of thermal efficiency. The increase of bypass ratio causes
the lowering of the fan pressure ratio.The compressor pressure ratio influences the fan pressure ratio too.
The increase of compressor pressure ratio causes the growth of fan pressure value firstly and then the
lowering of it.

Effect of Fan Pressure Ratio

İncreasing fan pressure ratio is a way to supply more energy to the bypass flow.

The lower energy at the low pressure ratio exhaust stream also leads to a decrease in the average exit
velocity of the engine core stream. Beyond that point, the decrease in engine core exit velocity is more
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than the increase in the fan exit velocity, thus lowering the total thrust level. This also explains the
decreasing the thermal efficiency.

Effect of Fan Bypass Ratio

Fan pressure ratio increases, the characteristics of the baseline engine are the decreasing specific thrust,
specific fuel consumption and thermal efficiency. The specific thrust is decreasing because the total air
flow rate is increasing as a result of the increasing bypass ratio. İt is widely known that the higher fan
pressure ratio tends to improves the propulsive efficiency, which makes up fort he reduction in thermal
efficiency and thus the better overall efficiency.

Effect of Efficiencies

Thermal efficinecy changes with flight mach number at various heights. It is seen that thermal efficiency
decreases when Mach number increases. Also, in range of flight Mach values 0 to 0.2 thermal efficiency
remains constant in all flight heights. İncreasing change of thrust efficiency by flight Mach number. As it
is seen, in flight mach values 0 to 0.3 thrust efficiency doesn’t change in various heights. This difference
reaches its maximum amount in Mach number one. zero kilometers height, the overall efficiency
increases as Mach number increases. The overall efficiency starts to decrease after reaching maximum.

Figure 3) Thermal efficiency based on flight Mach number at various heights

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Figure 4) Propulsive efficiency based on flight Mach number at various heights

Figure 5) Overall efficiency based on flight Mach number at various heights

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The fan exit state is the same as the LPC exit state Turbofan off design equations
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Eq A
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If ~L is not within 0.0001 of its previous value, return to Eq. A and perform another iteration.

Remainder of calculations:
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The fan exit state is the same as the LPC exit state Turbofan off design Code and
Graphs

% In here, we consider the performance of an engine that was built ( with a

selected compressor )
% pressure ratio and its corresponding turbine temperature ratio. As will be
% shown in this code, the turbine temperature ratio remains essentially constant
% for a turbofan engine (and many other engine cycles), and its compressor
pressure
% ratio is dependent on the throttle setting (main burner exit temperature
Tt4,here it's not changing) and
% flight condition (M0 and T0)
% The fan exit state is the same as the LPC exit state

% According to the following equations, pitl,Ttl,alpha,pich

% Tch,pif,Tf,M9,M19 are the dependent variables of turbofan engine
% solved by functional iteration, starting with referance quantities
% as initial values for pitl,Ttl,Tf.

% The fan exit state is the same as the LPC exit state

% All equation taken by AIAA Element of Propulsion Gas Turbine and Rocket
% book page 504-507

clc;

clear all;

yc=1.4; yt=1.33;

cpc=1004 ; cpt=1096; % Btu/(lbm*R) specific heat constat

hpr=42800000; % j/kg

% Reference Conditions

alphaR=8.0; pidmax=0.99; picR=36; pifR=1.7; pifn=0.99;

pib=0.96; pith=0.2851; Tth=0.7580; pitlR=0.2349; TtlR=0.7262; pin=0.99;

efff=0.8815; effch=0.8512; effb=0.99; efftl=0.9068; effmh=0.9915; effml=0.9970;

h0=12000 ; Tt4R=1667; M0R=0.9; gc=1; g=9.81; m0R=200;

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M=[0.2 0.4 0.6 0.8 0.9 1.2]; h=[ 0 5000 10000 12000 15000 ];

Rc=(yc-1)/yc*cpc; Rt=(yt-1)/yt*cpt; a=-6*10^-3; Tilk=288.15; Pilk=1; hilk=0;

T=Tilk*0.7519; P=(T/Tilk)^(-g/(Rc*a));

TfR=1+(pifR^((yc-1)/yc)-1)/efff; Tt4=1677; i=1; z=1;

Poran=[ 1 0.5334 0.2615 0.1915 0.1195 ]; % It taken by AIAA Element of Propulsion

Gas Turbine and Rocket Table.A
Toran=[ 1 0.8873 0.7748 0.7519 0.7519 ]; % It taken by AIAA Element of Propulsion
Gas Turbine and Rocket Table.A

% Performance Conditions

for l=1:1:6 % Mach Cycle

j=1;

for n=1:1:5 % Altitude Cycle

T0=Toran(n)*288.15;

P0=Poran(n)*1; % Step by step P0 change if altitude cycle change

a0=sqrt(yc*Rc*gc*T0); V0=M(l).*a0;

TrR=1+(yc-1)/2.*M0R^2 ; pirR=TrR^(yc/(yc-1)); TlandaR=cpt*Tt4R/(cpc*T);

Tr=1+(yc-1)/2.*M(l)^2; pir=Tr^(yc/(yc-1));

Tlanda=cpt*Tt4/(cpc*T0);

TfR=1+(pifR^((yc-1)/yc)-1)/efff;

if M(l) < 1

pid=pidmax;

else

effr=1-0.075*(M(l)-1)^1.35;

pid=pidmax*effr;
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end

if M0R < 1

pidR=pidmax;

else

effrR=1-0.075*(M0R-1)^1.35;

pidR=pidmax*effrR;

end

Ttl=TtlR; Tf=TfR; pitl=pitlR; % Reference values of engine are considered as the

initial guess.

piclR=pifR; pichR=picR/piclR; TchR=1+(pichR^((yc-1)/yc)-1)/effch;

TclR=Tf;
k=1;
while true

Tch(i,j)=1+(Tlanda/Tr)/(TlandaR/TrR)*TfR/Tf*(TchR-1); % High Compressor

temperature ratio
toch(z,k)= Tch(i,j);

pich(i,j)=(1+(Tch(i,j)-1).*effch)^(yc/(yc-1)); % High Compressor pressure ratio

pch(z,k)= pich(i,j);

pif=(1+(Tf-1)*efff)^(yc/(yc-1)); % Fan pressure ratio

% Exhaust Nozzle below

Pt19=P0*pir*pid*pif*pifn;

Pt19R=P*pirR*pidR*pifR*pifn;

if Pt19/P0 < ((yc+1)/2)^(yc/(yc-1)) % exit Mach number in bypass channel

P19=P0; % If the exit of the main channel is not choking

else
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P19=Pt19/((yc+1)/2)^(yc/(yc-1)); % If the exit of the main channel is choking

end

M19(i,j)=sqrt(2/(yc-1)*((Pt19/P19)^((yc-1)/yc)-1)); % exit Mach number in bypass

channel
machod(z,k)= M19(i,j);

if Pt19R/P < ((yc+1)/2)^(yc/(yc-1))

P19R=P; % If the referance exit of the main channel is not choking

else

P19R=Pt19R/((yc+1)/2)^(yc/(yc-1)); % If the referance exit of the main channel is

choking

end

M19R=sqrt(2/(yc-1)*((Pt19R/P19R)^((yc-1)/yc)-1)); % exit Referance Mach number in

bypass channel
M19Ref(i,j)=M19R;

Pt9=P0*pir*pid*pif.*pich(i,j).*pib*pith*pitl*pin;

if (Pt9/P0)< ((yt+1)/2)^(yt/(yt-1))

P9=P0; % If the exit of the main channel is not choking

else

P9=Pt9/((yt+1)/2)^(yt/(yt-1)); % If the exit of the main channel is choking

end

M9(i,j)=sqrt(2/(yt-1)*((Pt9/P9)^((yt-1)/yt)-1)); % the exit mach number at the

main channel
machd(z,k)= M9(i,j);

Pt9R=P*pirR*pidR*pifR*pichR*pib*pith*pitlR*pin;

if Pt9R/P < ((yt+1)/2)^(yt/(yt-1))

P9=P; % If the referance exit of the main channel is not choking

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else

P9R=Pt9R/((yt+1)/2)^(yt/(yt-1)); % If the referance exit of the main channel is

choking

end

M9R=sqrt(2/(yt-1)*((Pt9R/P9R)^((yt-1)/yt)-1)); % the exit referance mach number at

the main channel
M9Ref(i,j)=M9R;

alpha(i,j)=alphaR*pichR./pich(i,j)*sqrt((Tlanda/(Tr*Tf))/(TlandaR/(TrR*TfR)))...
*M19(i,j)./M19R*(1+(yc-1)/2.*M19(i,j).^2)^(-(yc+1)/(2*(yc-1)))/(1+(yc-
1)/2*M19R^2)^(-(yc+1)/(2*(yc-1))); % Bypass Ratio
alp(z,k)=alpha(i,j);

Tf=1+(1-Ttl)/(1-TtlR)*(Tlanda/Tr)/(TlandaR/TrR)*(1+alphaR)/(1+alpha(i,j))*(TfR-1);
% Fan temperature ratio
Tfan(i,j)=Tf;
Tofan(z,k)= Tfan(i,j);

pif=(1+efff.*(Tf-1)).^(yc/(yc-1)); % Fan pressure ratio

pifan(i,j)=pif;

Tcl(i,j)=1+(Tf-1)*(TclR-1)/(TfR-1); % Low Compressor temperature ratio

Picl(i,j)=(1+efff.*(Tcl(i,j)-1))^(yt/(yt-1)); % Low Compressor pressure ratio

c=Ttl;

pitl=pitlR*sqrt(Ttl/TtlR)*(1+(yt-1)/2*M9R^2)^(-(yt+1)/(2*(yt-1)))/(1+(yt-
1)/2*M9(i,j).^2)^(-(yt+1)/(2*(yt-1)))*M9R./M9(i,j);
pitlow(i,j)=pitl; % Low Turbine pressure ratio
pitol(z,k)= Tfan(i,j);

Ttl=1-efftl*(1-pitl^((yt-1)/yt)); % Low Turbine temperature ratio

Ttlow(i,j)=Ttl;
tolow(z,k)= Ttlow(i,j);
b=Ttl-c; % Ttl diffierence

if abs(b)<0.0001 % If Ttl is not within 0.0001 of its previous value, return to

and perform another iteration.
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break;

end
k=k+1;

end

z=z+1;

mdot(i,j)=m0R*(1+alpha(i,j))/(alphaR+1)*P0*pir*pid*pif.*pich(i,j)./(P*pirR*pidR*pi
chR*pifR)*(Tt4R/Tt4)^0.5; % Mass flow

f(i,j)=(Tlanda-Tr*Tf.*Tch(i,j))/(hpr*effb/(T0*cpc)-Tlanda); % Mass flow ratio of

air to fuel in the combustion chamber

T9=T0*Tlanda*Tth*Ttl*cpc/((Pt9/P9)^((yt-1)/yt)*cpt); % exit temperature at the

main channel

V9=a0.*M9(i,j).*sqrt(yt*Rt*T9/(yc*Rc*T0)); % exit velocity at the main channel

T19=T0*(Tr*Tf)/(Pt19/P19)^((yc-1)/yc); % exit temperature in bypass channel

V19=a0.*M19(i,j).*(T19/T0)^0.5; % exit velocity in bypass channel

Thrust(i,j)=mdot(i,j).*(1./(alpha(i,j)+1).*a0/gc.*((1+f(i,j)).*V9/a0-
M(l)+(1+f(i,j)).*Rt/Rc*(T9/T0)/(V9/a0))...
+alpha(i,j)./(alpha(i,j)+1).*a0/gc.*(V19/a0-M(l)+(T19/T0)/(V19/a0)));

S(i,j)=f(i,j)./((1+alpha(i,j)).*(Thrust(i,j)./mdot(i,j))); % Specific fuel

consumption

Nfan(i,j)=sqrt((T0*Tr*(pif^((yc-1)/yc)-1))/(T*TrR.*(pifR^((yc-1)/yc)-1))); % Fan
blade speed

Nhpspool(i,j)=sqrt((T0*Tr.*Tf*(pich(i,j).^((yc-1)/yc)-1))/(T*TrR*TfR*(pichR^((yc-
1)/yc)-1))); % HP Spool blade speed

propulsiveeff= (2.*M(l)).*((1+f(i,j)).*(V9/a0)+alpha(i,j).*(V19/a0)-
(1+alpha(i,j)).*M(l))./... % Propulsive Efficiency
((1+f(i,j)).*(V9/a0)^2+alpha(i,j).*(V19/a0)^2-
(1+alpha(i,j)).*M(l).^2);
prpeff(i,j)=propulsiveeff;

thermaleff= a0^2*((1+f(i,j)).*(V9/a0)^2+alpha(i,j).*(V19/a0)^2-
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(1+alpha(i,j))*M(l).^2)./... % Thermal Efficinecy
(2*f(i,j)*hpr);
thermaleffi(i,j)=thermaleff;

overaleff(i,j)= thermaleffi(i,j).*prpeff(i,j); % Overall Efficiency

j=j+1;
k=k+1;
end

i=i+1;

end

figure(1);
plot(h,alpha);
grid on;
xlabel('altitude');
ylabel('{\alpha}');
names=legend('0.2','0.4','0.6','0.8','0.9','1.2');
title(names,'Mach Numbers');

figure(2);
plot(h,mdot);
grid on;
xlabel('altitude');
ylabel('mdot');
names=legend('0.2','0.4','0.6','0.8','0.9','1.2');
title(names,'Mach Numbers');

figure(3);
plot(h,Thrust);
grid on;
xlabel('altitude');
ylabel('Thrust');
names=legend('0.2','0.4','0.6','0.8','0.9','1.2');
title(names,'Mach Numbers');

figure(4);
plot(h,S);
grid on;
xlabel('altitude');
ylabel('Specific Fuel Consumption');
names=legend({'0.2','0.4','0.6','0.8','0.9','1.2'},'location','northwest');
title(names,'Mach Numbers');
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figure(5);
plot(h,pifan);
grid on;
xlabel('altitude');
ylabel('{\pif}');
names=legend({'0.2','0.4','0.6','0.8','0.9','1.2'},'location','northwest');
title(names,'Mach Numbers');

figure(6);
plot(h,pich);
grid on;
xlabel('altitude');
ylabel('{\pic}');
names=legend({'0.2','0.4','0.6','0.8','0.9','1.2'},'location','northwest');
title(names,'Mach Numbers');

figure(7);
plot(M,alpha);
grid on;
xlabel('Mach');
ylabel('{\alpha}');
indicator=legend({'0 km','5 km','10 km','12 km','15 km'},'location','northwest');
title(indicator,'Altitudes');

figure(8);
plot(M,mdot);
grid on;
xlabel('Mach');
ylabel('mdot');
indicator=legend({'0 km','5 km','10 km','12 km','15 km'},'location','northwest');
title(indicator,'Altitudes');

figure(9);
plot(M,Thrust);
grid on;
xlabel('Mach');
ylabel('Thrust');
indicator=legend('0 km','5 km','10 km','12 km','15 km');
title(indicator,'Altitudes');

figure(10);
plot(M,S);
grid on;
xlabel('Mach');
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ylabel('Specific Fuel Consumption');
indicator=legend({'0 km','5 km','10 km','12 km','15 km'},'location','northwest');
title(indicator,'Altitudes');

figure(11);
plot(M,pifan);
grid on;
xlabel('Mach');
ylabel('{\pif}');
indicator=legend('0 km','5 km','10 km','12 km','15 km');
title(indicator,'Altitudes');

figure(12);
plot(M,pich);
grid on;
xlabel('Mach');
ylabel('{\pic}');
indicator=legend('0 km','5 km','10 km','12 km','15 km');
title(indicator,'Altitudes');
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Figure P1) Mass flow based on height at various flight mach number

Figure P2) Thrust based on height at various flight mach number

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Figure P3) Specific Fuel Consumption based on height at various flight mach number

Figure P4) Fan pressure ratio based on height at various flight mach number
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Figure P5) High Compressor pressure ratio based on height at various flight mach number

Figure P6) Bypass ratio based on height at various flight mach number
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Figure P7) Mass flow based on flight mach number at various height

Figure P8) Thrust based on flight mach number at various height

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Figure P9) Specific fuel consumption based on flight mach number at various height

Figure P10) Fan pressure ratio based on flight mach number at various height
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Figure P11) Bypass ratio based on flight mach number at various height

Figure P12) High Compressor pressure ratio on flight mach number at various height
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Figure P13) Thermal efficinecy based on flight mach number at various height

Figure P14) Propulsion efficinecy on flight mach number at various height

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Figure P15) Overall Efficiency based on flight mach number at various height
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The fan exit state is the same as the LPC exit state
Turbofan off design parameter table

The fan exit state is the same as the LPC exit state Turbofan off design parameter table

Rows are mach number step by step (0.2 0.4 0.6 0.8 0.9 1.2). Columns are altitude step by step. (0 5000
10000 12000 15000).

Table P1) Change of mass flow according to altitude and flight mach number.

Table P2) Change of bypass ratio according to altitude and flight mach number.

Table P3) Change of fan pressure ratio according to altitude and flight mach number.
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Table P4) Change of low compressor pressure ratio according to altitude and flight mach number.

Table P5) Change of high compressor pressure ratio according to altitude and flight mach number.

Table P6) Change of fan temperature ratio according to altitude and flight mach number.

Table P7) Change of low compressor temperature ratio according to altitude and flight mach number.
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Table P8) Change of high compressor temperature ratio according to altitude and flight mach number.

Table P9) Change of low turbine temperature ratio according to altitude and flight mach number.

Table P10) Change of fuel/air ratio according to altitude and flight mach number.
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Table P11) Change of Thrust according to altitude and flight mach number.

Table P12) Change of Specific fuel consumption according to altitude and flight mach number.

Table P13) Change of Nfan according to altitude and flight mach number.
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Table P14) Change of Nhpspool according to altitude and flight mach number.

Table P15) Change of M9 according to altitude and flight mach number.

Table P16) Change of exit velocity in bypass channel according to altitude and flight mach number.
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The fan exit state is the same as the LPC exit state
Turbofan off design iteration table

M9

M19

Since change of Ttl (with its previous value) isn’t 0.0001 return begining of the while loop.
These data reiqured 6 iteration for h=0 and M=0.2. In the first case, when the other values are
found, the difference between the Ttl and the previous Ttl is below the tolerance. The desired
values were found without iteration. Other iterations were not written.
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The fan exit state is not the same as the LPC exit state Turbofan off design
equations
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Eq .A
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If ~L is not within 0.0001 of its previous value, return to Eq. A and perform another iteration.

Remainder of calculations:
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The fan exit state is not the same as the LPC exit state Turbofan off design
Code and Graphs

% In here, we consider the performance of an engine that was built ( with a

selected compressor )
% pressure ratio and its corresponding turbine temperature ratio. As will be
% shown in this code, the turbine temperature ratio remains essentially constant
% for a turbofan engine (and many other engine cycles), and its compressor
pressure
% ratio is dependent on the throttle setting (main burner exit temperature
Tt4,here it's not changing) and
% flight condition (M0 and T0)
% The fan exit state is not the same as the LPC exit state

% According to the following equations, pitl,Ttl,alpha,pich

% Tch,pif,Tf,M9,M19,Tcl are the dependent variables of turbofan engine
% solved by functional iteration, starting with referance quantities
% as initial values for pitl,Ttl,Tf.

% The fan exit state is the same as the LPC exit state

% All equation taken by AIAA Element of Propulsion Gas Turbine and Rocket
% book page 504-507

clc;

clear all;

yc=1.4; yt=1.33;

cpc=1004 ; cpt=1096; % Btu/(lbm*R) specific heat constat

hpr=42800000; % kj/kg

% Reference Conditions

alphaR=8.0; pidmax=0.99; picR=36; pifR=1.7; pifn=0.99; piclR=2.35; effcl=0.8775;

z=1;
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pib=0.96; pith=0.2851; Tth=0.7580; pitlR=0.2349; TtlR=0.7262; pin=0.99;

efff=0.8815; effch=0.8512; effb=0.99; efftl=0.9068; effmh=0.9915; effml=0.9970;

h0=12000 ; Tt4R=1667; M0R=0.9; gc=1; g=9.81; m0R=200;

M=[ 0.2 0.4 0.6 0.8 0.9 1.2 ]; h=[ 0 5000 10000 12000 15000 ];

Rc=(yc-1)/yc*cpc; Rt=(yt-1)/yt*cpt; a=-6*10^-3; Tilk=288.15; Pilk=1; hilk=0;

T=Tilk*0.7519; P=(T/Tilk)^(-g/(Rc*a));

TfR=1+(pifR^((yc-1)/yc)-1)/efff; Tt4=1667; i=1;

Poran=[ 1 0.5334 0.2615 0.1915 0.1195 ]; % It taken by AIAA Element of Propulsion

Gas Turbine and Rocket Table.A
Toran=[ 1 0.8873 0.7748 0.7519 0.7519 ]; % It taken by AIAA Element of Propulsion
Gas Turbine and Rocket Table.A

% Performance Conditions

for l=1:1:6 % Mach Cycle

j=1;

for n=1:1:5 % Altitude Cycle

T0=Toran(n)*288.15;

P0=Poran(n)*1; % Step by step P0 change if altitude cycle change

a0=sqrt(yc*Rc*gc*T0); V0=M(l).*a0;

TrR=1+(yc-1)/2.*M0R^2 ; pirR=TrR^(yc/(yc-1)); TlandaR=cpt*Tt4R/(cpc*T);

Tr=1+(yc-1)/2.*M(l)^2; pir=Tr^(yc/(yc-1));

Tlanda=cpt*Tt4/(cpc*T0);

TfR=1+(pifR^((yc-1)/yc)-1)/efff;

if M(l) < 1

pid=pidmax;
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else

effr=1-0.075*(M(l)-1)^1.35;

pid=pidmax*effr;

end

if M0R < 1

pidR=pidmax;

else

effrR=1-0.075*(M0R-1)^1.35;

pidR=pidmax*effrR;

end

Ttl=TtlR; Tf=TfR; pitl=pitlR; % Reference values of engine are considered

as the initial guess.

pichR=picR/piclR; TchR=1+(pichR^((yc-1)/yc)-1)/effch;

TclR=1+(piclR^((yc-1)/yc)-1)/effcl; Tcl=TclR; picl=piclR; k=1;

while true

Tch(i,j)=1+(Tt4/T0)/(Tt4R/T)*(TrR*TclR)/(Tcl*Tr)*(TchR-1); % High
Compressor temperature ratio
toch(z,k)= Tch(i,j);

pich(i,j)=(1+(Tch(i,j)-1).*effch)^(yc/(yc-1)); % High Compressor pressure

ratio
pch(z,k)= pich(i,j);

pif=(1+(Tf-1)*efff)^(yc/(yc-1)); % Fan pressure ratio

% Exhaust Nozzle below

Pt19=P0*pir*pid*pif*pifn;

Pt19R=P*pirR*pidR*pifR*pifn;
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if Pt19/P0 < ((yc+1)/2)^(yc/(yc-1)) % exit Mach number in bypass channel

P19=P0; % If the exit of the main channel is not choking

else

P19=Pt19/((yc+1)/2)^(yc/(yc-1)); % If the exit of the main channel is

choking

end

M19(i,j)=sqrt(2/(yc-1)*((Pt19/P19)^((yc-1)/yc)-1)); % exit Mach number

in bypass channel
machod(z,k)= M19(i,j);
if Pt19R/P < ((yc+1)/2)^(yc/(yc-1))

P19R=P; % If the referance exit of the main channel is not choking

else

P19R=Pt19R/((yc+1)/2)^(yc/(yc-1)); % If the referance exit of the main

channel is choking

end

M19R=sqrt(2/(yc-1)*((Pt19R/P19R)^((yc-1)/yc)-1)); % exit Referance Mach

number in bypass channel
M19Ref(i,j)=M19R;
Pt9=P0*pir*pid*picl*pich(i,j).*pib*pith*pitl*pin;

if (Pt9/P0)< ((yt+1)/2)^(yt/(yt-1))

P9=P0; % If the exit of the main channel is not choking

else

P9=Pt9/((yt+1)/2)^(yt/(yt-1)); % If the exit of the main channel is

choking

end

M9(i,j)=sqrt(2/(yt-1)*((Pt9/P9)^((yt-1)/yt)-1)); % the exit mach number at

the main channel
machd(z,k)= M9(i,j);

Pt9R=P*pirR*pidR*pifR*pichR*pib*pith*pitlR*pin;
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if Pt9R/P < ((yt+1)/2)^(yt/(yt-1))

P9=P; % If the referance exit of the main channel is not choking

else

P9R=Pt9R/((yt+1)/2)^(yt/(yt-1)); % If the referance exit of the main

channel is choking

end

M9R=sqrt(2/(yt-1)*((Pt9R/P9R)^((yt-1)/yt)-1)); % the exit referance mach

number at the main channel
M9Ref(i,j)=M9R;

alpha(i,j)=alphaR*(pichR*piclR/pifR)/(pich(i,j).*picl/pif)*sqrt((Tlanda/(Tr*Tf))/(
TlandaR/(TrR*TfR)))...
*M19(i,j)./M19R*(1+(yc-1)/2.*M19(i,j).^2)^(-(yc+1)/(2*(yc-1)))/(1+(yc-
1)/2*M19R^2)^(-(yc+1)/(2*(yc-1))); % Bypass Ratio
alp(z,k)=alpha(i,j);

Tf=1+(TfR-1)*((1-Ttl)/(1-TtlR)*(Tlanda/Tr)/(TlandaR/TrR)*(TclR-1+alphaR*(TfR-
1))/(TclR-1+alpha(i,j)*(TfR-1))); % Fan temperature ratio
Tfan(i,j)=Tf;
Tofan(z,k)= Tfan(i,j);

pif=(1+efff.*(Tf-1)).^(yc/(yc-1)); % Fan pressure ratio

pifan(i,j)=pif;

Tcl=1+(Tf-1)*(TclR-1)/(TfR-1); % Low Compressor temperature ratio

Tclow(i,j)=Tcl;
picl=(1+effcl.*(Tcl-1))^(yc/(yc-1)); % Low Compressor pressure ratio
piclow(i,j)=picl;

c=Ttl;

pitl=pitlR*sqrt(Ttl/TtlR)*(1+(yt-1)/2*M9R^2)^(-(yt+1)/(2*(yt-1)))/(1+(yt-
1)/2*M9(i,j).^2)^(-(yt+1)/(2*(yt-1)))*M9R./M9(i,j);
pitlow(i,j)=pitl; % Low Turbine pressure ratio
pitol(z,k)= Tfan(i,j);

Ttl=1-efftl*(1-pitl^((yt-1)/yt)); % Low Turbine temperature ratio

Ttlow(i,j)=Ttl;
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tolow(z,k)= Ttlow(i,j);
b=Ttl-c; % Ttl diffierence

if abs(b)<0.0001 % If Ttl is not within 0.0001 of its previous value, return

to and perform another iteration.

break;

end

k=k+1;

end

z=z+1;

mdot(i,j)=m0R*(1+alpha(i,j))/(alphaR+1)*P0*pir*pid.*picl*pich(i,j)./(P*pirR*pidR*p
ichR*piclR)*(Tt4R/Tt4)^0.5; % Mass flow

f(i,j)=(Tlanda-Tr.*Tcl*Tch(i,j))/(hpr*effb/(T0*cpc)-Tlanda); % Mass flow

ratio of air to fuel in the combustion chamber

T9=T0*Tlanda*Tth*Ttl*cpc/((Pt9/P9)^((yt-1)/yt)*cpt); % exit temperature at

the main channel

V9=a0.*M9(i,j).*sqrt(yt*Rt*T9/(yc*Rc*T0)); % exit velocity at the main

channel

T19=T0*(Tr*Tf)/(Pt19/P19)^((yc-1)/yc); % exit temperature in bypass channel

V19=a0.*M19(i,j).*(T19/T0)^0.5; % exit velocity in bypass channel

Thrust(i,j)=mdot(i,j).*(1./(alpha(i,j)+1).*a0/gc.*((1+f(i,j)).*V9/a0-
M(l)+(1+f(i,j)).*Rt/Rc*(T9/T0)/(V9/a0))...
+alpha(i,j)./(alpha(i,j)+1).*a0/gc.*(V19/a0-M(l)+(T19/T0)/(V19/a0)));

S(i,j)=f(i,j)./((1+alpha(i,j)).*(Thrust(i,j)./mdot(i,j))); % Specific fuel

consumption
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Nfan(i,j)=sqrt((T0*Tr*(pif^((yc-1)/yc)-1))/(T*TrR.*(pifR^((yc-1)/yc)-1))); %
Fan blade speed

Nhpspool(i,j)=sqrt((T0*Tr.*Tcl*(pich(i,j).^((yc-1)/yc)-
1))/(T*TrR*TclR*(pichR^((yc-1)/yc)-1)));% HP Spool blade speed

propulsiveeff= (2.*M(l)).*((1+f(i,j)).*(V9/a0)+alpha(i,j).*(V19/a0)-
(1+alpha(i,j)).*M(l))./... % Propulsive Efficiency
((1+f(i,j)).*(V9/a0)^2+alpha(i,j).*(V19/a0)^2-
(1+alpha(i,j)).*M(l).^2);

prop(i,j)=propulsiveeff;

thermaleff= a0^2*((1+f(i,j)).*(V9/a0)^2+alpha(i,j).*(V19/a0)^2-
(1+alpha(i,j))*M(l).^2)./... % Thermal Efficinecy
(2*f(i,j)*hpr);

thermaleff(i,j)=thermaleff;
overaleff(i,j)= thermaleff(i,j).*prop(i,j); % Overall Efficiency

j=j+1;

end

i=i+1;

end

figure(1);
plot(h,alpha);
grid on;
xlabel('altitude');
ylabel('{\alpha}');
names=legend('0.2','0.4','0.6','0.8','0.9','1.2');
title(names,'Mach Numbers');

figure(2);
plot(h,mdot);
grid on;
xlabel('altitude');
ylabel('mdot');
names=legend('0.2','0.4','0.6','0.8','0.9','1.2');
title(names,'Mach Numbers');

figure(3);
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plot(h,Thrust);
grid on;
xlabel('altitude');
ylabel('Thrust');
names=legend('0.2','0.4','0.6','0.8','0.9','1.2');
title(names,'Mach Numbers');

figure(4);
plot(h,S);
grid on;
xlabel('altitude');
ylabel('Specific Fuel Consumption');
names=legend({'0.2','0.4','0.6','0.8','0.9','1.2'},'location','northwest');
title(names,'Mach Numbers');

figure(5);
plot(h,pifan);
grid on;
xlabel('altitude');
ylabel('{\pif}');
names=legend({'0.2','0.4','0.6','0.8','0.9','1.2'},'location','northwest');
title(names,'Mach Numbers');

figure(6);
plot(h,pich);
grid on;
xlabel('altitude');
ylabel('{\pic}');
names=legend({'0.2','0.4','0.6','0.8','0.9','1.2'},'location','northwest');
title(names,'Mach Numbers');

figure(6);
plot(h,pich);
grid on;
xlabel('altitude');
ylabel('{\pic}');
names=legend({'0.2','0.4','0.6','0.8','0.9','1.2'},'location','northwest');
title(names,'Mach Numbers');

figure(7);
plot(M,alpha);
grid on;
xlabel('Mach');
ylabel('{\alpha}');
indicator=legend({'0 km','5 km','10 km','12 km','15 km'},'location','northwest');
title(indicator,'Altitudes');
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figure(8);
plot(M,mdot);
grid on;
xlabel('Mach');
ylabel('mdot');
indicator=legend({'0 km','5 km','10 km','12 km','15 km'},'location','northwest');
title(indicator,'Altitudes');

figure(9);
plot(M,Thrust);
grid on;
xlabel('Mach');
ylabel('Thrust');
indicator=legend('0 km','5 km','10 km','12 km','15 km');
title(indicator,'Altitudes');

figure(10);
plot(M,S);
grid on;
xlabel('Mach');
ylabel('Specific Fuel Consumption');
indicator=legend({'0 km','5 km','10 km','12 km','15 km'},'location','northwest');
title(indicator,'Altitudes');

figure(11);
plot(M,pifan);
grid on;
xlabel('Mach');
ylabel('{\pif}');
indicator=legend('0 km','5 km','10 km','12 km','15 km');
title(indicator,'Altitudes');

figure(12);
plot(M,pich);
grid on;
xlabel('Mach');
ylabel('{\pic}');
indicator=legend('0 km','5 km','10 km','12 km','15 km');
title(indicator,'Altitudes');
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Figure P1) Fan pressure ratio on flight mach number at various height

Figure P2) High Compressor pressure ratio on flight mach number at

various height
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Figure P3) Bypass ratio based on flight mach number at various height

Figure P4) Bypass ratio based on flight mach number at various height
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Figure P5) Specific fuel consumption on flight mach number at various height

Figure P6) Mass flow based on flight mach number at various height
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Figure P7) Fan pressure ratio based on height at various flight mach number

Figure P8) Specific Fuel Consumption based on height at various flight mach number
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Figure P9) High Compressor pressure ratio based on height at various flight mach number

Figure P10) Mass flow based on height at various flight mach number
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Figure P11) Bypass ratio based on height at various flight mach number

Figure P12) Bypass ratio based on height at various flight mach number
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Figure P13) Thermal Efficiency based on height at various flight mach number

Figure P14) Propulsive Efficiency based on height at various flight mach

number
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Figure P15) Overall Efficiency based on height at various flight mach

number
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The fan exit state is not the same as the LPC exit state
Turbofan off design parameter table

Rows are mach number step by step (0.2 0.4 0.6 0.8 0.9 1.2). Columns are altitude step by step. (0 5000
10000 12000 15000)

Table P1) Change of mass flow according to altitude and flight mach number.

Table P2) Change of bypass ratio according to altitude and flight mach number.

Table P3) Change of fan pressure ratio according to altitude and flight mach number.
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Table P4) Change of low compressor pressure ratio according to altitude and flight mach number.

Table P5) Change of fan temperature ratio according to altitude and flight mach number.

Table P6) Change of low compressor temperature ratio according to altitude and flight mach
number.
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Table P7) Change of high compressor temperature ratio according to altitude and flight mach
number.

Table P8) Change of high compressor pressure ratio according to altitude and flight mach
number.

Table P9) Change of low turbine temperature ratio according to altitude and flight mach
number
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Table P10) Change of fuel/air ratio according to altitude and flight mach number.

Table P11) Change of M19 according to altitude and flight mach number.

Table P12) Change of M9 according to altitude and flight mach number.

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Table P13) Change of Thrust according to altitude and flight mach number.

Table P14) Change of Specific Fuel Consumption according to altitude and flight mach number.

Table P15) Change of Nfan according to altitude and flight mach number.
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Table P16) Change of Nhpsool according to altitude and flight mach number.

The fan exit state is not the same as the LPC exit state
Turbofan off design iteration table

M19

M9

Since change of Ttl (with its previous value) isn’t 0.0001 return begining of the while
loop.These data reiqured 6 iteration for h=0 and M=0.2. In the first case, when the other values
are found, the difference between the Ttl and the previous Ttl is below the tolerance. The
desired values were found without iteration. Other iterations were not written.