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Performance Simulation of
Turbofan/Turbojet Engines
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Institute Name here or University Name here

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Table of Contents
Acronyms 3

Abstract 3

Introduction/Motivation 4

Theory 5

Results 8

Conclusion 13

Appendix - Matlab Code 14

References 20
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Acronyms

BPR Bypass Ratio

TSFC (Thrust) Specific Fuel Consumption
𝑚̇ 0 Mass Flow Rate – Total
𝑚̇ 𝑐 Mass Flow Rate – Core
𝑚̇𝑓 Mass Flow Rate - Fuel
Pt3 Compressor Exit Pressure
Pt4 Turbine Entrance Pressure
Pt5 Turbine Exit Pressure
Tt4 Turbine Entrance Temperature
Tt5 Turbine Exit Temperature
Tt9 Core Exit Temperature
𝜏𝜆 Thermal Limit Parameter
V9 Core Exit Velocity
V19 Fan Exit Velocity
M9 Core Exit Mach Number
M19 Fan Exit Mach Number

Abstract

Modern Turbofan engines can deliver high thrust without the high fuel consumption in comparison to a

turbojet engine. By exchanging the energy in the high-velocity exhaust stream for energy to drive a fan,

the turbofan engine can process large amounts of air, resulting in increased thrust per amount of fuel used.

The amount of fuel used per thrust is called the specific thrust fuel consumption. TSFC.A numerically

lower TSFC value indicates that the engine uses less fuel to produce a certain amount of thrust. As the

bypass ratio BPR increases, the overall efficiency of the motor increases, which is a factor that produces a

lower TSFC for the turbofan engine.

Furthermore, this report shows that a high bypass ratio motor can produce a greater amount of thrust

while consuming the same amount of fuel like an inferior BPR engine. Because of this, commercial

airlines rely on the turbofan engine to They offer high efficiency and high thrust to transport people
 Page |4

around the world. If an engine with a higher bypass ratio produces more thrust while consuming less fuel,

why not refill the largest diameter engine available in an airplane and fly ?Several factors influence the

size of a turbofan engine .Airflow distortion, weight, physical envelope , thrust power, fuel consumption

and cost are some of the main design impacts a powertrain can have .The longest engine , more thrust is

generated and more fuel is consumed , although the less TSFC .If the engine is too large , the excess

power becomes useless and a waste for the aircraft .Also, like any other product , a more complex system

may come at a higher price .A The careful balance of these design parameters gives the commercial

aircraft the best efficiency for the powertrain in turn saves airlines money.

Introduction/Motivation

TSFC can be used to rank engine fuel efficiency and aid in engine selection processes as a power plant for

aircraft .A large part of the cost of operating an airline is fuel ; hence the desire for operators looking to

make a profit flying cargo or passengers to minimize this cost .According to airnav.com , Jet A fuel costs

were around 4 . 11 on September 22, 2016 at the St. Louis Lambert Airport .Fuel usage is one of the most

important factors in the cost of operating a commercial aircraft .The cost of Fuel is based on a variety of

economic , political , and some technical factors , none of which is a main topic in question .However ,

the amount of fuel consumed to propel the commercial aircraft it can only be diagnosed on a technical

basis .It is from this angle that the primary variables that influence fuel costs for a commercial aircraft

will be related and modeled .HowStuffWorks . com tells us that a Boeing 747 airplane can consume 1

gallon of fuel per second. Considering a 5 hour flight, that Boeing 747 can consume almost 20 , 000

gallons of fuel at 4 . 11 one gallon .It's easy to see how minimizing fuel consumption minimizing TSFC

can have a significant impact on the costs of flying an airplane .High bypass ratio turbofan engines are

designed to take advantage of conservation of momentum and produce high thrust in fuel consumption

.So which bypass ratio produces the best fuel efficiency and is there a limit to this variable ?Typical low
 Page |5

bypass ratio engines have 1 or 2 blade stages in the turbine , which are used to draw energy to drive the

compressor and fan .High bypass turbofan engines have multiple Turbine stages that work to extract more

energy to drive large diameter fans .Figure 1 shows a general turbofan engine applied to this analysis and

obtained from Saeed Farokhi..

(Aircraft propulsion ref 3)

Theory

Two ideal directions of motion were used to collect the corresponding equations for this analysis

.References 3 and 4 illustrate the basic equations required to perform the analysis .Front equations , initial

conditions and methodology were to be defined as analysis will be carried out .General principles of

operation of turbojet and turbojet engines .the operations were known even before the development of the

methodology , but each analysis was carried out correctly The most important .Two approaches were

identified as possible paths .Free flow and altitude modes conditions were imposed .The first method ,

called a solid core , was to tune the motor with core mass flow and fuel consumption .BPR will be from 0

to 12 , which will be fan adjustment and total engine mass flow .The idea was to continue place a larger

fan in front of the turbojet and observe the operation .Compressor The efficiency was calculated taking

into account the properties of the burner and turbine .As BPR increases the engine provides more thrust

for the same fuel consumption .Due to the increased level of traction the initial thrust value BPR 0 or

turbojet thrust is used as the basis for calculate fuel economy .A second method , called toe in , has been

studied to limit the engine .performance and eliminating the need to rely on traction when calculating fuel

economy per se made in solid state kernel mode .In this case , the BPR remains variable , but the rung

level is displayed .constant .For this purpose , a second level of computerized criteria has been added ,

which changes the air flow to the engine .After reaching the desired thrust level for a given BPR ,

performance parameters are saved .Later this was done by the second method , which was the main one

.air flow and total air flow can vary and produce the same result .it's the same found that the results were
 Page |6

consistent with the first method , confirming the general approach in both methods .Fuel economy results

for both methods convergence and solid core ejection have remained unchanged since then .TSFC is the

thrust value units are kg s N or lb lbf h and both modes per turbine .the temperature limit is the same

.Regardless of whether the center airflow is unstable in method 2 , efficiency equations give the same

results because the conditions of access to the compressor , turbine compression ratio and constant

temperature .This is a trick this became even more apparent when the characteristics of each component

were calculated .Calculating engine compressor performance seemed straightforward .Analysis will using

isentropic ratios with specific performance factors ; however a critical approach to compressor capacity

adjustment was made on page 161 of Farohi ref .3 .In this case , the equation 1 is used to adjust the

compressor compression ratio πc based on the free flow Mach number.

(1)

All in all, this analysis utilizes both a fixed core performance and fixed thrust convergence all while

incorporating energy conservation principles to show the various trends of increasing BPR. A list of the

primary input parameters and variable output parameters are show in Table 1. Mainly, because there are

no convergence criteria, the fixed core method can produce cleaner plots and is used primarily in the

analysis. The thrust convergence method provides a slightly varied analysis of the same parameters to

solidify the results.

Inputs Outputs
𝑚̇𝑓 Tt9
𝑚̇ 0 V9
𝜏𝜆 TSFC
BPR Fn
η Fuel Cost
 Page |7

Embedded in the equation for thrust is the compromise between the two different driving forces to

produce thrust .The main elements in the formula for calculating thrust are the terms of momentum and

the pressure area term .Equation 2 is the general form of the uninstalled net thrust .

(2)

It would not be appropriate to simply conclude that a larger diameter fan will result in a larger 𝑚 𝑒𝑥𝑖𝑡

therefore a bigger push .This is because the exhaust gas outlet velocity is affected by change in bypass

ratio .A seemingly simple increase in mass flow through the fan affects temperatures and pressures

throughout the engine .An expanded form of Eq 2 is displayed as Eq 3 with low and high spools counted

in the impulse output term.

However, as the problem was set up to operate on a constant fuel to air ratio and constant core air flow,

the fuel flow rate is constant as well. This is where the “adjusted” fuel flow rate and the “baseline” thrust

can be merged. Equation (3) shows how the adjusted fuel flow rate is calculated:

(3)

After calculating the TSFC for each engine , the amount of fuel economy can be calculated .A An

important step in the fixed core method is to reestablish the baseline of the fuel flow rate as a function of

the turbojet thrust level BPR 0 .This procedure was described in Section VI with Eq .3 .With the thrust

level set , fuel consumption in dollars per second can be calculated with Eq 4 .In the case of the thrust

convergence method , the set fuel flow rate is not applicable and the normal fuel flow is used .

(4)

With each of these parameters defined and calculated, the analysis can be executed, and the results are

show in Results.
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Results

The main purpose of this analysis is to show the potential for fuel savings as the BPR increases .As such ,

the results are plotted with BPR as the dependent variable .The first set of graphs is shown in Figure 2 and

contains the fuel air ratio , net thrust , and specific thrust .Both net push and specific thrust follow

anticipated trends shown by turbofan engines as BPR increases .The starting engine at BPR 0 produces 30

, 000 lbf of thrust while the turbofan engine BPR 12 produces over 60 , 000 lbf of thrust .Since the

performance of the compressor and turbine the temperature is fixed , the fuel to air ratio drops as a

constant , 0.0307 .

Figure 1 Fuel to Air

ratio, Net thrust,
and Specific Thrust of
the Fixed Core method
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Figure 2 Mass flows for the Fixed Core method

It also displays the results of the constant core analysis in which the air flows through the core and fuel

flow are fixed , allowing the net thrust to increase as shown in Figure 2 .In the On the contrary , Figure 4

and Figure 5 show the trends of the thrust convergence method that modulates core flow and fuel flow to

keep thrust at a constant level .The way I push The convergence method was configured which made it

difficult to converge at exactly 30 , 000 lbf of thrust , reason why Figure 4 shows some variation in net

thrust ; but these variations are in the order of individual pounds of thrust.
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Figure 3 Fuel to Air ratio, Net thrust and Specific thrust for the Thrust Convergence Method

Figure 4 Mass Flow Rates for the Thrust Convergence Method

One of the main areas where energy conservation principles are applied is the turbine .For each step in

BPR , the turbine has to

extract more work to drive

the largest fan .In

application , this can be

achieved by adding stages

to the turbine to

increase work output

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through the low spool of the motor .This concept is represented in Figure 5 and where the outlet

temperature , pressure and velocity decrease as the BPR increases.

Figure 6 Tt4, Tt5, Pt4 and Pt5; Turbine Entrance and Exit..
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Figure 7 Fuel Cost and Savings

The analysis is consistent with Figures 6 and 7 showing TSFC and engine fuel consumption costs .As

expected , as BPR rises , TSFC falls .The estimated TSFC value for the turbojet configuration is

approximately 1 , 316 , which is comparable to other figures in the turbojet sector ; The Olympus 593

Concorde engine was announced as 1 . 195 5. At the highest BPR analyzed, 12 which is higher than most

series turbo jets , the TSFC drops to 0 . 695 , which is slightly more than in industrial turbo jets .This may

be due , in part , to the performance of the components adopted in this analysis , as well as to flight

conditions .Other factors that may influence engine performance are the engine compression ratio and the

limit temperature of the turbine .The calculations show the fuel savings achieved with turbofan engines

.As shown in Figure 7 , a turbojet costs 6.78 per second , or 1.65 gallons per second at 4.11 per gallon

.For comparison 3.98 per second, slightly less than a gallon per second , with a BPR of 8 close to

industrial .The 5 hour flight cost 122 , 040 in fuel , down from 71 , 640 , easily adding to the number of

commercial flights.

Conclusion

This analysis covered the fundamental equations governing the performance of a gas turbine engine and used computer

simulations to modify the bypass ratio to show how specific fuel consumption decreases as bypass speed increases .It

has been shown that this phenomenon , caused by the improvement of the efficiency of the plant , can seriously affect

the cost of fuel .This effect has a positive effect on fuel economy that can benefit any airline operator .Some of the

earliest turbocharged engines date back to the 1940s , when German engineers were testing prototype engines Ref .8

.However , new studies and models are constantly evolving .In the future , propulsion systems for commercial airlines
 P a g e | 13

could be even larger , producing more thrust with greater efficiency , as the Trent 1000 and GE GExx do today

.Modern high efficiency turbines range from 8 to 10 bypass speeds and use different techniques to achieve even greater

thrust efficiency .The Trent 1000 engine is a three shaft Rolls Royce engine that uses high , medium and low pressure

turbines ref .7 .Additionally , General Electric GEnx engines operate with a total mass of over 50 at the top of the climb

and have a BPR of approximately 9 Ref .6 .The TSFC number was not disclosed , but the company says fuel economy

has improved by 15 , which can be attributed to the use of modern materials and improved component performance

.The main customer for these engine programs is the Boeing 787 , which is one of the newest and newest commercial

aircraft in the country .Overall , commercial airlines can and do save tens of thousands of dollars per flight thanks to

improved thruster efficiency and the lower TSFC of the high speed turbo engine .Another positive consequence of

using heavily diluted engines is the ability to carry more passengers due to the higher thrust level .These savings and

efficiency gains have a significant impact on the global economy , the environment and the way people move .Each of

these areas of focus should further improve with the development of turbocharged engines .

Appendix - Matlab Code

clear;
close all;
clc;
%%%%% Flight Conditions and Free Stream Constants%%%%%%
M0 = 0.88; % Free Stream Mach Number
gc = 32.2 ; %constant lbf to lbm
R = 287; %kJ/kg universal gas constant
g = 1.4; % Gamma for Air
alt = 35000; %Feet, This is not directly used, but coincides with T0 and P0
rec = 0.96; % Inlet Recovery
T0 = 233; % K Free stream temperature at 35k
P0 = 15; % kPa Free stream pressure at 35k
a0 = sqrt(g*R*T0); % m/s
Pt0 = P0 * (1+((g-1)/2)*M0^2)^(g/(g-1)); % lbf/ft^2
Tt0 = T0 * (1+((g-1)/2)*M0^2); % R
mft0 = sqrt(g)M0(1+((g-1)/2)M0^2)^-((g+1)/(2(g-1)));
u0 = M0*sqrt(g*R*T0); %Free Stream Velocity
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den0 = P0/(R*T0); %Free Stream Density
%%%%%%%%%%%%%%%%%%%%%%%%%%%
bpr = [0, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12]; %Various Bypass Ratios
sz = length(bpr);
n = 0;
%%%%%%%%%%%%%%%%%%%%%%%%%%%
for j = bpr
 BPR = j;
 mdotc = 162.5; 
 mdotfan = BPR*mdotc; % Calculate Fan mass flow
 mdot0 = mdotfan + mdotc; % Total Engine Inlet Airflow
end

 %%%%%%%% Station 2 and 3 Compressor Inlet and Exit %%%%%%%%%%%
 tau_a = 8; % Thermal Limit Parameter, See definition in Burner Section
 %pic = 40;
 %Compressor Pressure Ratio: From Farohki, equation 4.74 page 161
 pic = ((sqrt(tau_a)/(1+((g-1)/2)*M0^2)))^(g/(g-1)); %
 etac = 0.9; % Compressibility Efficiency factor of the Compressor
 rec = .995; %Inlet Recovery
 Pt2 = Pt0*rec ;
 Tt2 = Tt0;
 Pt3 = Pt2*pic;
 Tt3 = Tt2*(1+((1/etac)*((pic^((g-1)/g))-1)));
 %%%%%%%% Station 13 and 19 Fan Properties %%%%%%%%%%%%%%
 pifan = 1.6; % Using a Typical Single Stage Fan value between 1.4-1.6
 Pt13 = Pt2*pifan; %
 Pt19 = Pt13*.95; %Account for a Small pressure loss across the Fan
 tau_r = Tt0/T0;
 tau_fan = pifan^((g-1)/g);
 Tt13 = Tt2*tau_fan; %
 V19_a0_fan = sqrt((2/(g-1))*((tau_r*tau_fan)-1));
 P19 = Pt19/((1+(g-1)/2)^(g/(g-1)));
 M19 = (((Pt19/P19)^((g-1)/g))-1)/((g-1)/2);
 T19 = Tt13/((Pt19/P19)^((g-1)/g));
 a19 = sqrt(g*R*T19);
 V19 = a19*M19;

 %%%%%%%% Station 4 Burner Exit/Turbine Inlet %%%%%%%%%%%

 g_t = 1.33; %Ratio of specific heats for the Turbine
 g_c = g; %Ratio of specific heats for the compressor is the same as air
 cpt = (g_t/(g_t-1))*R; % Metric Unit value should be ~1156
 cpc = (g/(g-1))*R; % Metric Unit value should be ~1004
 eta_b = .95; %Burner efficiency
 P a g e | 15

 pib = 0.95; % Pressure Ratio Across the burner
 hpr = 42000; % kJ/kg
 Pt4 = Pt3*pib; %

 %Now we need to set the "Thermal Limit Parameter" IE Turbine Temp Limit
 % tau_a = ht4 / h0 % This is the definition of the Thermal Limit Parameter
 tau_a = 8; %This can be adjusted and is a driving factor in EnginePerformance
 % tau_a of 8 means Tt4 is ~1600 K if T0 is 233k
 Tt4 = (cpc*T0*tau_a)/cpt; % This becomes a constant Temp Limit for all BPR's
 f = (cpt*Tt4 - cpc*Tt3)/(hpr*10^3*eta_b - cpt*Tt4); 
 mdot4 = mdotc*(1+f); % This is the core air flow and fuel flow
 mdotfuel = f*mdotc;

 %%%%%%%% Station 5 Turbine Exit %%%%%%%%%%
 eta_m = .95; % Mechanical efficiency of the Turbine
 eta_t = .85; % Flow efficiency of the turbine
 %Energy Balance across the Turbine for Tt5.
 Tt5 = Tt4 - ((cpc*(Tt3-Tt2) + BPR*cpc*(Tt13-Tt2))/((1+f)*cpt*eta_m));
 Pt5 = Pt4*((Tt5/Tt4)^(g_t/(eta_t*(g_t-1))));

 %%%%%%%% Station 9 Core Exit %%%%%%%%%%%%
 % Assuming an Ideal expansion through the Nozzle
 Pt9 = Pt5; %Assume Ideal Nozzle
 Tt9 = Tt5; %Station 9 we assume same as turbine exit
 P9 = P0; % Assume ideally expanded
 %%Assume the Core is Choked for Cruise Condition IE M = 1
 M9 = sqrt((((Pt9/P9)^((g-1)/g))-1)*(2/(g-1)));
 T9 = Tt9/(1+(g-1)/2*M9^2);
 mdot9 = mdot4;
 V9 = M9*sqrt(g*R*T9);
 V9_a0_core = V9/a0;
 % Thrust contribution from the Core ONLY
 cfg = 1; % Nozzle coefficient
 Fgcore = mdot9*gc*V9*cfg;

%%%%%%%% Overall Engine Thrust %%%%%%%%%%%%%%
%Specific Thrust
Fn_mdot = (a0/(1+BPR))(V9_a0_core - M0+BPR(V19_a0_fan - M0)); % N/m/s
%Net Thrust
Fn = (Fn_mdot * mdot0)*.224809; %lbf (converting from Newton to lbf)
Fn_Metric = (Fn_mdot * mdot0); %Newtons or kg(m/s^2)
% Thrust Specific Fuel Consumption
 tsfc = mdotfuel / Fn_Metric; % kg/N/s
 tsfc_english = ((mdotfuel*2.20462) / Fn)*3600 ;
 P a g e | 16

%%%%%%%% Parameters for Storage %%%%%%%%%%%%%%
n=n+1;
BPR_Plot(1,n) = BPR;
mdot0_Plot(1,n) = mdot0;
mdotfan_Plot(1,n) = mdotfan;
mdotfuel_Plot(1,n) = mdotfuel; %
mdotc_Plot(1,n) = mdotc; %
f_a_ratio(1,n) = f; %
Thrust_Net(1,n) = Fn;
Thrust_Net_Metric(1,n) = Fn_Metric;
Spec_Thrust(1,n) = Fn_mdot;
TSFC(1,n) = tsfc;
TSFC_English(1,n) = tsfc_english;
V9_Plot(1,n) = V9;
Tt4_Plot(1,n) = Tt4; 
Tt5_Plot(1,n) = Tt5;
Tt9_Plot(1,n) = Tt9;
M9_Plot(1,n) = M9;
Pt4_Plot(1,n) = Pt4;
Pt5_Plot(1,n) = Pt5;
V19_Plot(1,n) = V19;
M19_Plot(1,n) = M19;
%%%%%%%% Calculate a new Fuel Flow Rate %%%%%%%%%%%%%%%%%%%%%%%%%%%%%
%%%%%%
% Calculate a new fuel flow rate for each BPR
% Use the respective TSFC and the thrust value for engine BPR = 0
if n==sz %n needs to match the BPR array count to enter this segment
%Since each engine was evaluated at Max Thrust, if we throttle the engine/s
%to reduce air flow such that the engine is producing the same net thrust
%as the first BPR configuration (BPR=0), it can be shown that the higher
%BPR engines can still produce the same net thrust at a lower fuel flow
%rate.
% 1 N = .224809 lbf
mdotfuel_new = TSFC.*Thrust_Net_Metric(1,1);

%Fuel Costs as a function of BPR
%Cost of Jet Fuel per gallon as of 9/22/16 $4.14 /gallon
%Jet fuel is 0.804 kg/L or 6.71 lb/gallon
%1 US Gallon is 3.78541 Liter
%
Fuel_Cost = (4.14*(mdotfuel_Plot./(.804*3.78541))); % $/sec Dollar per second
%
Fuel_Cost_HBPR = (4.14*(mdotfuel_new./(.804*3.78541))); 
 P a g e | 17

%%%%%%%% Plotting %%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%
%%%%%%%%%%%%%%%%
if n == sz
figure
subplot(311)
plot(BPR_Plot,f_a_ratio)
title('Bypass Ratio vs Fuel to Air Ratio ')
subplot(312)
plot(BPR_Plot, Thrust_Net)
title('Bypass Ratio vs Net Thrust ')
subplot(313)
plot(BPR_Plot, Spec_Thrust)
title('Bypass Ratio vs Specific Thrust')
subplot(311)
ylabel('Fuel to Air Ratio')
subplot(312)
ylabel(' Net Thrust ( Lbf )')
subplot(313)
xlabel('BPR')
ylabel('Specific Thrust ( N/m/s )')
figure
plot(BPR_Plot, Fuel_Cost, 'blue', BPR_Plot, Fuel_Cost_HBPR, 'red', BPR_Plot, Savings, 'green')
title('Fuel Cost and Savings for BPR ')
legend('Fuel Cost for BPR = 0','Fuel Cost for Increasing BPR','Fuel Savings Compared to BPR = 0')
legend('Location','NorthWest')
xlabel('BPR')
ylabel('Dollar per Second ( $/sec )')
figure
subplot(221)
plot(BPR_Plot(1,2:n),V19_Plot(1,2:n))
title('Fan Exit Velocity vs BPR ')
subplot(222)
plot(BPR_Plot, V9_Plot)
title('Core Exit Velocity vs BPR ')
subplot(223)
plot(BPR_Plot, M9_Plot)
title('Core Exit Mach vs BPR ')
TURBOFAN ENGINE BYPASS RATIO AS A FUNCTION OF THRUST AND FUEL FLOW – MARCH 20
17 24
subplot(224)
plot(BPR_Plot(1,2:n), M19_Plot(1,2:n))
title('Fan Exit Mach vs BPR ')
subplot(221)
xlabel('BPR')
ylabel('Velocity (m/sec)')
 P a g e | 18

subplot(223)
xlabel('BPR')
ylabel('Mach No.')
figure
plot(BPR_Plot, TSFC_English)
title('BPR vs TSFC')
legend('TSFC')
legend('Location','NorthWest')
xlabel('BPR')
ylabel('Specific Fuel Consumption (lb/lbf/hr)')
figure
subplot(221)
plot(BPR_Plot, mdotfuel_Plot)
title('Fuel Flow vs BPR ')
subplot(222)
plot(BPR_Plot, mdot0_Plot)
title('Total Air Flow vs BPR ')
subplot(223)
plot(BPR_Plot, mdotfan_Plot)
title('Fan Flow vs BPR ')
subplot(224)
plot(BPR_Plot, mdotc_Plot)
title('Core Flow vs BPR ')
subplot(223)
xlabel('BPR')
ylabel('Mass Flow (kg/sec)')
figure
subplot(221)
plot(BPR_Plot,Tt4_Plot)
title('Turbine Temperature vs BPR ')
subplot(222)
plot(BPR_Plot, Tt9_Plot)
title('Core Exit Temperature vs BPR ')
subplot(223)
plot(BPR_Plot, Pt4_Plot)
title('Turbine Entrance Pressure' )
subplot(224)
plot(BPR_Plot, Pt5_Plot)
title('Turbine Exit Pressure' )
subplot(223)
xlabel('BPR')
ylabel(' Pressure (kPa)')
subplot(221)
xlabel('BPR')
ylabel('Temp (K)')
 P a g e | 19

end
end

References

1) https://www.airnav.com/fuel/local.html

2) http://science.howstuffworks.com/transport/flight/modern/question192.html

3) Aircraft Propulsion by Saeed Farohki

4) Student notes from MEMS 5701 Aerospace Propulsion, led by Dr. Richard Dyer at Washington

University in St. Louis. Spring 2015.

5) https://en.wikipedia.org/wiki/Rolls-Royce/Snecma_Olympus_593

6) http://www.geaviation.com/commercial/engines/genx/

7) https://en.wikipedia.org/wiki/Rolls-Royce_Trent_1000

8) https://en.wikipedia.org/wiki/Turbofan