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Gas turbine technology High by-pass or turbojet? To understand this statement we may consider the flux of momentum entering and leaving the engine, and a general equation that defines its efficiency. Flux of momentum entering the engine = m ̇ air V Flux of momentum leaving the engine =(m ̇air +m ̇f)Vjet where mair is the mass flow of air, V is the velocity of air entering the engine, mf is the mass flow of fuel and Vj is the velocity of air leaving the engine. Thus the net thrust, FN, that is available in flight is given by the difference between the two momentum fluxes, that is FN =(m ̇air +m ̇f)Vjet −m ̇airV. This equation tells us that for a high net thrust there must be either a high jet velocity, Vj, or a large mass flow, mair. Propulsive efficiency compares the rate of work done on the aircraft to the rate of kinetic energy increase of the flow through the engine. It may be approximated for the typical case when the mass flow (of fuel) is much smaller than that of the air, by [1] ηp= 2V . V + Vj From this second equation we can see that propulsive efficiency (and therefore net engine efficiency) is maximized if the jet velocity, Vj, is minimized. Therefore if we wish to maximize efficiency (i.e. low Vj) but maintain thrust (FN) we must maximize the mass flow of air through the engine. Therefore we want high bypass engines for commercial and freight air travel. manoeuvrability are not required because a large proportion of time is spent at a single altitude and speed. Military applications, however, will use turbojet type engines, such as the Olympus (Concorde) and the Pegasus (Harrier), because November 2003 they desire many rapid changes in power, attitude and speed and care a little less about propulsive efficiency. However, as for many things in life, the decision on engine design is not necessarily as cut and dried as suggested above, but is a trade-off between many interacting parameters. Although large bypass engines are efficient there are some tangible negatives. They are heavy bits of kit that provide considerable drag, and cost an appreciable amount of money to purchase and maintain. Furthermore, not all military aircraft scream around the skies at maximum power all day long: many military jets that spend significant amounts of time cruising around, needing a little extra only for the occasional chase, are usually equipped with low bypass engines. Fuel consumption is important to the military, not for cost, but for reasons of range and weapon load capability. As a metallurgist I am concerned with optimizing materials to meet the various stringent requirements of the engine. Clearly the conditions vary dramatically throughout the engine, but there are at least a couple of underlying driving forces when choosing the material to do the job: weight and cost. It would be ideal to construct everything from a cheap material such as steel. However, with a density of 7.6 gcm−3, employing steel, as a compressor disc material for example, would cost appreciably more in Figure 4. A Trent 800 fan set comprising 25 blades. The fan has a diameter of approximately 3 m and the mass flow of air through the engine is approximately 72 tonnes/min, or 1.2 tonnes/second. PHYSICS EDUCA TION 507PDF Image | Gas turbine technology Rolls Royce
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