§4.

2 Characteristics (Cont’d)

• 2. Speed characteristics
Under an adjustment rule, n
constant and altitude constant,
Relations of thrust and sfc vs. flying
speed (M0 or v0).
– Assume that the rule is n=const,
and T3*=const, with a variable
nozzle p9=p0.
1
 2. Speed characteristics (Cont'd)

– When M0, the thrust decreases or

increases slowly at the beginning
because  . However, when M0,
the thrust goes down until 0
because T2*  approaches to T3* so
that few fuel can be added.
– When M0, sfc (Just normal).

2
 2. Speed characteristics (Cont'd)
– Typical jet engine’s speed
characteristics
– T0*, p0* vary with M0.
– p0* influences qm, thrust.
– T0* influences similitude
rotation speed.

3
 2. Speed characteristics (Cont'd)
• In working line, point moves
down because T1* with M0,
n/T1*.
• Fig below shows charact.
for diff T3*, altitude 6km.

4
 2. Speed characteristics (Cont'd)

• 2.1. Mass flow

– When M0, C*. But total * since

  1
 1 2  1
  i C   C 0 
* * * 
M0 
 2 
 *
 *
where C 0 is C when M0=0.

5
 2.1. Mass flow (Cont'd)

  1
 1 2  1
  i C   C 0 
* * * 
M0 
 2 

* means p2* and p3* , but adjustor

makes T3* const. In general, turbine
guide vanes work under supercritical
condition and the mass flow is
proportional to p3*. In conclusion,
M0qm. In supersonic, it’s more
significant.
6
 2. Speed characteristics (Cont'd)

• 2.2. Specific thrust

– When M0, total *. This gives 2
influences on specific thrust:
• *  thermocycle efficiency . Good
• T2*, for fixed T3*, less fuel added, cycle
work. Bad and more significant than
above

7
 2.2. Specific thrust (Cont'd)
– From
2
Fs  2W  v  v0
0

We see that Fs with v0 because of W.

– When M0 is low, variation is small. But
when M0 is high, Fs quickly, even heat
added is not enough for losses, ie.
Thrust 0.

8
 2.2. Specific thrust (Cont'd)

– From Fs=v9-v0, we see both v9 and

v0 , but v9 change is slow than v0
until Fs=v9-v0 =0.
– Total thrust F=qmFs

9
 2. Speed characteristics (Cont'd)
• 2.3. sfc
3600v0 3600c0 M 0
sfc  
Hu 0 Hu  0
– Change depends on M0 and 0 (total
efficiency). 0 = tp.
– With M0, t (thermal efficiency) has 2
factors: *t; heat added and total
pressure losses not even . t 

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 2.3. sfc (Cont'd)
– Propulsive efficiency p when v0.
– Total efficiency

11
 2.3. sfc (Cont'd)

– Only under the same flying speed,

using sfc to evaluate economy
makes sense.
– sfc curve is used to estimate the
distance and duration which the
airplane can fly.

12
 2. Speed characteristics (Cont'd)

• 2.4. T3*
– T3*, v9, Fs.
– Fs0 at higher M0.

13
 2.4. T3* (Cont'd)
– At low M0, sfc with T3* ;
– At high M0, sfc with T3* . T3* improves
engine’s performance at high speed.

14
 2. Speed characteristics (Cont'd)

C*
– In general, at low M0, C* is better;
– At high M0, lower C* may be better
for thrust characteristics and sfc.

15
 §4.2 Characteristics (Cont’d)

• 3. Altitude
characteristics
Under certain
adjustment rule, n
unchanged and M0
unchanged, variation of
F and sfc vs altitude.

16
 3. Altitude characteristics
(Cont’d)
– Adjustment rule:
• n=const
• T3*=const
• Expansion
complete in nozzle.
ie. variable nozzle.

17
 3. Altitude characteristics
(Cont’d)
– H, Tatm, T1* , n/T1* .
Working point moves to
top-right, ie. C* and
q(). So total pressure
ratio.
--Ex. if C*=10 and M0=0.9,
altitude from 0 to 11km rises
C* 57 ％ .

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 3. Altitude characteristics
(Cont’d)
• Mass flow
– Under T3*=const rule, qm is
proportional to p3*. With H,
pH, but p3* slowly and qm
slowly too because of TH.
– 11km above, TH
unchanged, qm is
proportional to pH.

19
 3. Altitude characteristics
(Cont’d)
• Specific thrust
– With H, T1*; but if T3*=const, need
more fuel. And total* (perf map) improves
thermal efficiency.
– 2 factors increase Fs. In general, from H=0 to
11km, Fs 40% ～ 50%.
– When H>11km, TH unchanged, so Fs
unchanged.

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 Specific thrust (Cont'd)

21
 3. Altitude characteristics
(Cont’d)
• Thrust
– F goes down when altitude
because air density.
– If H<11km, since total*, qm is
slower than pH, and Fs. In
conclusion, F is slower than qm.

22
 Thrust (Cont’d)

– Same ex as before.
• At 11km, pH is 0.223 of that in sea
level, and qm is 0.35 of that in sea
level and F is 0.52 of that in sea level.
• When H>11km, Fs unchanged, F
and qm decrease both proportionally
to pH.

23
 3. Altitude characteristics
(Cont’d)
• sfc
– When H<11km, with
H, total* and
thermal efficiency
so that sfc.
– When H>11km, sfc
remains unchanged.

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 3. Altitude characteristics
•
(Cont’d)
Speed and altitude charac. in one map
 C*= 6 ， T3*= 1400K ， map of a jet engine under
n=const and T3*=const.
• Different design parameters and different
adjustment rules make different characteristics.

25
 3. Altitude characteristics
(Cont’d)
• Flying envelop
– Curves of group A are drag characteristics of
airplane, and those of group B are engine’s
speed characteristics in max rating.
Intersection
points for a given
altitude are max
M0. Connecting
them together
gives flying
envelop.
26
 Flying envelop (Cont'd)

– Hmax and M0max are usually determined by

the highest power engine can supply or
allowed airplane strength.
– We can also draw this figure with min rating
of the engine to get min points.

27
 §4.2 Characteristics (Cont’d)

• 4. Transient characteristics
– Not steady working states
– Starting, accelerating,
decelerating, and rotational
speed change with time. They
are unsteady states, their
performance is called transient
characteristics.

28
 4. Transient characteristics (Cont'd)

• 4.1. Accelerating
– Idle→Max rating The time from idle to max
is important for safety in landing. When
landing, engine is on idle, but if need to re-
take off, the engine must provide max
power in short time.
– Shorter the time, better accelerating. In
general, it should be in 5~18s.
– Cruise→Max 3~5s for engines, but 50~80s
for airplanes.
29
 4.1. Accelerating (Cont'd)

• In steady working conditions, turbine

power is equal to the power needed
by compressor and accessories.
• Acceleration because turbine power is
greater than the power needed.
• Need to add more fuel, T3* higher
than steady condition. Higher T3*,
better acceleration.

30
 4.1. Accelerating (Cont'd)

• In perf map, line 2 is steady

working line, line 3 is accelerating
line.
• In the same n,
T3*(Acc)>
T3*(steady) 。

31
 4.1. Accelerating (Cont'd)

• Three limitations for accelerating:

– T3* can’t exceed too much T3d*
in max rating. In accelerating, n is
not high, centrifugal force is not high. So
T3* can be higher, 5% ～ 15% in general.

32
 3 limitations (Cont'd)

– Avoid compressor surge

In the perf map,
we can see the
compressor
goes into surge
if T3* is to high.

33
 3 limitations (Cont'd)

– Rich fuel flame-out

When n is low and it’s already
in rich fuel. If add too much fuel
in acceleration, it’s easy for rich
fuel flame-out. In addition, in
high altitude, it’s more easier to
happen.

34
 4.1. Accelerating (Cont'd)

• Pilots don’t need to know these

limitations, he just push the
handle.
• Need an accelerating controller.
– Automation

35
 4.1. Accelerating (Cont'd)

• Factors
– Moment of inertia of rotor
• Size, structure, materials
– Idle speed
• High idle speed can reduce
accelerating time
• Increase landing distance

36
 4.1. Accelerating (Cont'd)

• To improve acceleration, one way is to

open variable nozzle so that the turbine
has bigger power.
• In Fig, 5 to 6. 6 is far
away from surge so
that more fuel can be
added.

37
 4. Transient characteristics (Cont'd)

• 4.2. Decelerating
– Line 4 is decelerating working line.
– Limit is weak fuel flame-out.

38
 4.2. Decelerating (Cont'd)

– Under high M0,

deceleration too
faster may
cause oscillation
in the intake.

39
 4. Transient characteristics (Cont'd)

• 4.3. Starting
– Engine rotation speed from 0
to idle.
– Idle speed is minimum rotation
speed on which the engine can
work. Speed<Idle means
turbine power is not enough to
carry compressor and
accessories.
40
 4.3. Starting (Cont'd)

– Need an extra power to

carry the rotor to the idle
speed.
– APU or electric motor,
power: kw to hundreds kw.
– PT——turbine power,
PC ——compressor and
accessory power,
Pst ——extra power.

41
 4.3. Starting (Cont'd)

• Weather influences
– Easier in winter. High *
– More difficult in summer
– Difficult at high altitude

42
 4.3. Starting (Cont'd)

• Restarting in flying
– No one wants to shut down engines
when flying.
– APU can help.
– If no APU, diving to get windmill state.

43