Beruflich Dokumente
Kultur Dokumente
K h a r k i v A v i a t i o n I n s t i t u t e
Aircraft Engines Designing chair
Lectures summary
Kharkiv 2012
b
c
Fig. 1 Sketches of flying machines by Leonardo da Vinci:
a parachute b flying machine c helicopter
a
b
c
Fig. 3 Lighter than air aircrafts: a Montgolfier brothers balloon;
b Jacques Charles and Robert brothers balloon c Giffard airship
Next years sir George Cayley discovered basic flying principles and proved
the close to modern airplane structural scheme with engine. But before airplane
producing it was necessary to study how to build gliders.
Polish peasant Jan Vnek built a controllable glider in 1866. Jan Vnek was
firmly strapped to his glider by the chest and hips and controlled his glider
by twisting the wing's trailing edge using strings attached to stirrups at his
feets.
Otto Liliental(1848 1896) is one of the modern glider scheme founders,
hand glider inventor. He published some scientific works on wing
designing rules. He proclaimed the principal jump before you fly. He made
about 2500 flights and died when his glider crashed.
Octave Chanute (1832 1910) is a Liliental`s work continuator. He built
some gliders and tested them in Miller Beach, Indiana. His research field
was problems of flight stability.
Alexander Mozhaysky, russian inventor, built a glider in 1884. During
testing his glider had flown only few meters and then crashed.
Percy Pilcher built few gliders (The Bat, The Beetle, The
Gull and The Hawk) heavier than air and tested them in late 1890 th. He
even designed an airplane with engines, but didn`t test it.
ZHUKOVSKY NATIONAL AEROSPACE UNIVERSITY KHARKIV AVIATION INSTITUTE
Wilbur Wright
Orville Wright
a
b
c
Fig. 15 First helicopter invention: a Boris N. Yuriev, b The first helicopter,
c The collective and cyclic pitch control mechanism
The first powered seaplane was invented in March 1910 by the French
engineer Henri Fabre. Its name was The Duck. It took off from the water
and flew 800 meters on its first flight on March 28, 1910.
10
11
12
a
b
c
Fig. 23 First high-altitude balloon flight: a Ogust Picar, b Paul Kipfer,
c high-altitude balloon FNRS-1
But after some crashes of airships in 1937 there was no more confidence to
them as a safe mean of transportation. Era of airships finished.
First to develop the theory bases of the jet engines building was Russian
scientist B.S. Stechkin, who published an article An air-breathing engine
theory in 1929.
In Germany and in England jet engine researching and designing started.
a) In England Frank Whittle patented a design of a turbo jet engine in
1930 and towards the end of the decade began developing an engine.
b) In USSR Professor Archip M. Lyulka designed first turbo jet engine
with centrifugal compressor in 1933-1939. He was also a concept
turbofan author in 1939 1941.
c) In Germany Hans von Ohain patented his version of a turbo jet engine
in 1936 and began developing a similar engine.
d) In USSR professor Vladimir V. Uvarov designed and built
in 1938-1940 first turboprop engine.
b
c
d
Fig. 24 Founders of air-breathing engines building:
a B.S. Stechkin, b Frank Whittle, c Archip M. Lyulka, d - Hans von Ohain
ZHUKOVSKY NATIONAL AEROSPACE UNIVERSITY KHARKIV AVIATION INSTITUTE
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Fig. 25 Captain John Alcock and Lieutenant Arthur Brown and a picture
of their airplane
Eight years later Charles Lindbergh took the Orteig Prize of $25,000 for the
first solo non-stop flight across the Atlantic.
14
Heinkel He 178
Messerschmitt Me 262 Schwalbe
Fig. 28 Jet airplanes of Second World War
Second World War left big amount of military airplanes, especially bombers
(B-29 Lancaster). That was the reason for quick progress in civil aviation. First
regular flights appeared. First civil airplanes for regular flights were British De
Havilland Comet (January 1951) and American Avro C102 Jetliner (September
1949. First airlines appeared in the USSR and the USA.
15
16
17
18
19
d
e
Fig. 39 Devices for temperature measurement: a liquid thermometer,
b mechanical thermometer, c resistance thermometer, d thermocouple,
e pyrometer
There are four temperature scales:
Kelvin temperature scale (K) is absolute scale, in which zero point is the
point where it`s impossible to get any heat energy from the body. This point
is a point is known as Absolute zero.
Celsius temperature scale (C) is a scale, in which the point of ice melting
was adopted as zero scale point. Use of this scale is cozily for routine life,
especially for meteorology. One degree in Kelvin and Celsius scales are
equal.
Fahrenheit temperature scale(F) is a scale, in which zero point
corresponds to temperature of water, ice and ammonia mixture freezing. 96
degrees Fahrenheit is the temperature of human`s body.
Rankine temperature scale (R) is a scale, in which zero point is equal
to zero point of Kelvin scale. In Rankine scale one degree is equal to 1
degree Fahrenheit.
Pressure
(p)
is
the force per
unit
of
area applied
in
a
direction perpendicular to the surface of an object.
To measure pressure manometer, differential manometer, vacuum gauge,
pressure sensor, barometer (atmospheric pressure), tonometer (blood pressure)
are used.
20
5
F-32
9
Rankine
5
K= R
9
5
R-491,67
9
C=K-273,15
9
F= K-459,67
5
9
F= C+32
5
F=R-459.67
9
R= K
5
9
R= C+491,67
5
R=F+459,67
C=
C=
d
e
f
Fig. 40 Devices for pressure measurement: a manometer,
b differential manometer, c vacuum gauge, d pressure sensor,
e barometer, f tonometer.
N
2
m
m kg
,
;
V m3
11\* MERGEFORMAT ()
21
G N
,
;
V m3
22\* MERGEFORMAT ()
m
G
kg
=
= , 3 ;
V
g V
g m
33\* MERGEFORMAT ()
sec
44\* MERGEFORMAT ()
Elasticity characterizes air ability to return to initial state after removing of the
force, which caused deformation. The reason for air deformation as usual is
compression pressure. If after compression more volume shall be given to air, it
shall fill all volume, but its density shall decrease.
Compressibility characterizes air ability to change the volume with pressure
or temperature change. This ability is related with big distances between
molecules. Generally, liquids are considered to be incompressible because of
ZHUKOVSKY NATIONAL AEROSPACE UNIVERSITY KHARKIV AVIATION INSTITUTE
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Kinematic
viscosity, m2/sec
1,46105
1,52105
:
:
5,11102
7,16101
The International System of Units (SI) is the modern form of the metric
system and is generally a system of measurement units arranged around
seven basic units and the convenience of the number ten. It is the world's most
widely used system of measurement, both in everyday commerce and in science.
The SI was developed in 1960 from the old meter-kilogram-second system
and was officially adopted as international at the 11 th General Conference on
Weights and Measures.
SI is not static, units are created and definitions are modified through
international agreement among many nations because of measurement
technologies progress and precision improvement.
Table 4 SI basic units
Measure unit
Value
Length
Mass
Time
Symbol
russian
international
meter
russia
n
kilogram
kg
second
international
23
ampere
kelvin
candela
mole
cd
mol
Name
Symbol
Factor
Name
Symbol
Factor
100
100
decada
101
decid
101
hectoh
102
centic
102
kilok
103
millim
103
megaM
106
micro
106
gigaG
109
nanon
109
teraT
1012
picop
1012
petaP
1015
femtof
1015
exaE
1018
attoa
1018
zettaZ
1021
zeptoz
1021
yottaY
1024
yoctoy
1024
24
55\* MERGEFORMAT ()
P = g V, N ;
66\* MERGEFORMAT ()
77\*
MERGEFORMAT ()
Substituting (6) and (7) in (5) we got:
Y = g V-
h -G
g
, N
STR
88\* MERGEFORMAT ()
25
m
Y = V,
N,
t
99\* MERGEFORMAT ()
air velocity
Y msec Vn V fN pn pin , N ,
1010\*
MERGEFORMAT ()
26
where:
msec
Vn
secondary massflow,
velocity of leaving gases from the
fN
pn
V
nozzle,
rocket velocity,
nozzle area,
pressure at the nozzle
discharge,
pin
ambient pressure.
Ballistic (or inertial) flight principle Lift force in this case is defined by
aircraft inertia force. Lift force in this case is determined by initial acceleration.
This principle is used in space technic and some ballistic Rockets.
5. Aircraft classification by general features
By flight principle
Aerostatic
Aerodynamic
Airplanes
Helicopters
Strato-spheric balloons
Airships
Autogyros
Hovercrafts
Wingless Rockets
Balloons
Jet
Ballistic
Combination
Spacecrafts
Shuttles
Hang-gliders
Cruise Rockets
27
Special-purposes
Civil
Functions:Functions:
Airplane for airborne observation
Air targetsCountry`s
destruction.
economy support (passengers, mail and goods
Antisubmarine
transportation).
patrol aircrafts
Intelligence.
Agricultural maintenance.
Aircraft-transponders
EquipmentEnvironmental
and troops transportation.
protection (firefighting, supervisory and meteorological aircrafts)
Fighting enemy
aircrafts
trainers
Refueling aircraft in the air.
Other military purposes
Semiautomatic
Man controlled
c:
Characteristic:
y
human
pilot using
instructions
information
after collected
start. But
from
its regulations
sensors
(aircraft
and
velocity
canand
be acceleration,
changed
manually
parameters
when it`s
andnecessary.
performa
Controlled
manually
bytargets
pilot,
without
any sensors.
Information
about
aircraft
28
Rocket engine
Piston engine
Electrostatic engine
Electrodynamic engine Liquid propellant engine Solid fuel engine
km
h
km
h
km
h
Land
Space
Amphibian
29
30
Sport
Substratospheric balloon
Stratospheric balloon
baloon
310 km
1012 km
0,13 km
Gaseous
Tethered
Thermal
Free
By working gas
31
32
33
34
35
momenttogether
along High aerodynamic drag
Destabilizing
Horizontal stabilizer
with flaps produce the
additional lift.
Convertible
Direct lift control
(can be is
used
configuration
an Destabilizer
complicates
airplane
with
destabilizer. control system,
because
Function of destabilizer is destabilizer is hidden in
reduction in the appropriate fuselage or is set in free
According to number of wings and their location
Biplane
Monoplanes
Triplane
Sesquiplane
Normal biplane
High-wing monoplane
Mid-wing monoplane
Low-wing monoplane
36
a
b
c
Fig. 59 Airplanes: a Biplane b Sesquiplane c Triplane
Monoplane is an airplane with one wing. It has a lower drag but higher mass
in comparison with biplane. Nowadays monoplane is the basic concept.
Low-wing monoplane is a monoplane with low wing arrangement in
fuselage.
Advantages:
Considerable increase in lift force during take-off and landing due to screen
effect.
Safety of crew and passengers in case of emergency landing if the wing
touchdown happens.
Safety of crew and passengers while emergency landing on water.
Easy engine maintenance.
Disadvantages:
High aerodynamic drug.
Deterioration of downward view.
Danger of foreign objects getting inside the engine.
Possibility of the engine touching the runaway during bank landing.
Middle-wing monoplane is a monoplane with middle arrangement of wing in
fuselage.
Advantages:
Lower interference drag than low-wing monoplane has.
37
a
b
c
Fig. 60 Monoplanes: a low-wing, b mid-wing c high-wing
38
Jet airplanes
Rocket
Turboprop
Gas-turbine engines of
direct rection
Turboprop
Piston
Combined
39
Agricultural
Intelligence
Firefighting
Transient
Middle
(<4000 km)
Sanitary
Training
airplane
First training
Trunk
Nearby
(<2000 km)
Aerobatic
Airliner
Distant
(<9000 km)
Front-line
bomber
Rocket carrier
Rocket
carrier
Bomber
Spy plane
Attack plane
Fighter
Spy plane
Tactical
bomber
Strategic
bomber
Navy aviation
Coastal
aviation
Naval
aviation
Rocket
carrier
Spy
plane
Patrol
plane
Training airplanes
Military-transport airplanes
Front-line aviation
Front-line
Patrol
Fighter-bomber
Fighter-interceptor
Airplanes
shorter take-off distance
Vertical take-off and
landingwith
airplanes
fighter
plane
40
Fig. 66 Positive (>0), equal to zero (=0), negative (>0) attack angles
Aerodynamic forces can be calculated with equations 11 14:
41
1111\*
1212\*
1313\*
1414\*
Cr Cy Cx Cz
In this equations
,
,
,
aerodynamic factors of resultant, lift, drag
and lateral force (as usual these factors are experimentally measured in wind
V 2
2
tunnel),
kinetic head, S wing area.
Moment, which loads wing, can be calculated as:
V 2
M=Cm
S b, N m ,
2
1515\* MERGEFORMAT ()
Cm
where
moment factor relative to the transverse axis (z axis) of the aircraft
(experimentally measured in wind tunnel), b characteristic size (as usual it`s a
chord size).
It`s clear that moment M can be decomposed along axis in the same way as
resultant aerodynamic force is decomposed.
Mass loads are forces of weight and inertia of wing mass, fuel, cargo and
units that are located inside or fixed outside the wing. Inertia forces appear when
curvilinear flight happens with acceleration or in during turbulent flow, during
ground impact on landing.
10.2. Aerodynamic wing characteristics
Airplane maneuvers can be decomposed along the axes (fig. 67):
42
Fig. 68 Dependence of lift force factor and drag factor from attack angle:
1 non-symmetrical airfoil, 2 symmetrical airfoil
43
Attack angle with zero lift factor is known as zero lift force angle ( ). Zero
lift force angle depends on wing airfoil curvature. For symmetrical airfoil this angle
is equal to zero and for non-symmetrical is negative.
Angles from zero lift force angle to critical angle are known as attack angle
range.
Drag factor has more complicated dependence form attack angle. It can be
calculated with next equation:
Cx =Cx pr +Ci r ,
where
range),
Cx pr
Ci r
1616\* MERGEFORMAT ()
CY
Y Cy
.
X Cx
1717\* MERGEFORMAT ()
44
45
46
max
100%.
b
1818\* MERGEFORMAT ()
47
6%
6%
12%
where
fmax
fmax
100%,
b
1919\* MERGEFORMAT ()
The airfoil concavity augments lift force at subsonic flight velocities. Maximal
relative concavity of airfoil, which is optimal for subsonic airplanes reaches values
f 1,5...2,5%
. At supersonic airplanes the presence of concavity doesn`t
f 0...2%
augment lift force significantly, therefore wings with airfoils
are used for
supersonic airplanes.
Middle line is a points summary, which are equidistant from both, up and
bottom airfoil sides in perpendicular to chord direction (Fig 72).
48
Fig. 74 Wing airfoil shapes: 1 byconvex, 2 plano-convex, 3 convexconcave, 4 symmetrical, 5 S-shape, 6 lenticular, 7 and 8 diamond-shape, 9
double-wedge shape, 10 and 11 wedge shape.
Historically, first wing airfoil shape was byconvex, close to birds have. This
was aimed to get the highest possible lift force.
Characteristics of wing airfoil shapes:
Byconvex have high aerodynamic performances at average subsonic
velocities, when the air compressibility effect is insignificant.
Convex-concave have high lift ability and are used at airplanes that fly with
low velocities. Its application became inexpedient with increase in velocity
because of high drag.
Symmetrical have the lowest drag at high subsonic velocities and are
applied for wings of subsonic airplanes.
Lenticular have acute edges.
Double wedge shaped are theoretically the most expedient for supersonic
velocities.
Wedge shaped have the lowest drag at high supersonic and even
hypersonic velocities.
Wing shape from top can be rectangular, elliptical, trapezoidal, swept and
delta. Rectangular shape was the first used because of manufacturing simplicity.
Trapezoidal wing shape is more efficient because of lower mass with the same lift
force production. The lowest drag for subsonic velocities has elliptical wing. But
this shape is very complex for manufacturing. For transonic and supersonic
velocities swept and delta wings are commonly used.
49
2020\* MERGEFORMAT ()
50
a
b
Fig. 77 V-angle: a positive b negative
13. Necessary thrust calculation for cruise and take-off modes
Airplane is acted by four forces which are constant in value, while horizontal
steady airplane flight at constant altitude and velocity. They are mutually balanced:
lift force (Y) is balanced with gravity (G) and drag (X) with thrust (P) (fig. 78).
For low attack angles ~2-3 degrees thrust deviation can be neglected.
Px P cos P.
2121\* MERGEFORMAT ()
Then lift-to-drag ratio (K) physically means the weight lifted by 1 N of engine
thrust.
G
K .
P
2222\* MERGEFORMAT ()
From eq. (22) it`s obvious that thrust needed for horizontal steady flight
equals:
G
P .
K
2323\* MERGEFORMAT ()
51
Subsonic airplane
Supersonic airplane
Optimal variant
Fig. 79 Lift to drag ratio dependence from velocity and wing geometry
But if to increase attack angle immediately, while horizontal steady flight, and
to keep the flight velocity constant by increasing the engine thrust or power, the lift
force (Y) becomes greater than weight (G) and airplane starts curvilinear flight
(climbing).
The difference between lift force and weight can be calculated by equation:
Y G
m
where:
mV 2
,
R
2424\* MERGEFORMAT ()
G
g
- airplane mass;
V velocity of the aircraft on the trajectory;
R trajectory radius;
From eq. (24) the lift force equals:
V2
Y G 1
, N .
g
2525\* MERGEFORMAT ()
52
2626\* MERGEFORMAT ()
The g-load factor can be defined in another way. Let`s discuss the situation
when flight velocity of airplane increases rapidly because of engine operation
mode change. In this case attack angle stays constant and hence lift force does.
Lift force is greater than weight and airplane starts the curvilinear flight (climb).
In horizontal flight lift force can be calculated with eq. (12).
Yhor
2
Vhor
CY
S, N .
2
2727\* MERGEFORMAT ()
V
n curv .
Vhor
2828\* MERGEFORMAT ()
Negative
Positive
53
Vliftoff =a t t=
Vliftoff
.
a
54
2
2
Vliftoff
2 L
a 2 .
2 a
Vliftoff
Then engine thrust can be calculated using next equation (neglecting friction
forces and lift force):
P ma m
2 L
2 1600
23000
33235N 33kN.
2
Vliftoff
682
K 14
Let`s suggest the airplanes lift to drag ratio
and check possibility to
continue a stable flight after liftoff. This condition may be considered as
requirement for total thrust: it is to be no less then thrust of steady horizontal flight.
Using eq (23) determine
Phor
As
P 33 kN
mg 23000 9,8
16100N 16,1kN.
K
14
, condition
P Phor
55
56
where
Mr
716,2 NE
, N m ,
nLR
2929\* MERGEFORMAT ()
reactive moment;
NE
nLR
engine power;
lift rotor rotational speed.
If airplane and helicopter have engines of equal power the reactive moment
of helicopter is much bigger because of lower rotational speed
(helicopter 200-350 rpm, airplane 2000-2500 rpm).
Classification of helicopters according to reactive moment compensation is
shown at the fig. 83.
Single lift rotor with tail rotor scheme is the most abundant nowadays. In
this scheme reactive moment of lift rotor is compensated by the moment of tail
rotor. Normally tail rotor is of smaller diameter than lift rotor. Both rotors are driven
by an engine (or engines) with transmission, which consists of gearboxes, shafts
and couplings. The reactive moment of tail rotor is varied to control the flight
direction in horizontal plane.
Helicopters of double lift rotor coaxial scheme have two rotors, rotating on
the same axis with the same rotational speed, situated one above another. Lift
rotors rotate in opposite directions. Reactive moments of both lift rotors are
ZHUKOVSKY NATIONAL AEROSPACE UNIVERSITY KHARKIV AVIATION INSTITUTE
57
58
59
60
m
V
sin , ,
s
3030\*
MERGEFORMAT ()
where: r radius of the blade considered cross-section;
nLR
lift rotor rotational speed.
V =0
In case of axial fanning
resultant velocity is constant for all azimuthal
W 2
r n LR sec
positions
.
In case of oblique fanning resultant velocity varies on azimuthal angle:
r n LR sec V
90 WMAX 2
:
;
61
:
;
2
Faer f nLR
3131\* MERGEFORMAT ()
62
63
R
m U2 m
E
, J
2
2
2
3232\* MERGEFORMAT ()
64
1 R1
2 R2 .
2
That explains the emergence of force which tries to accelerate the load while
moving to the center of rotation and decelerate the load while moving to the
periphery.
This force, which appears while rotating load changes the rotation radius, is
directed perpendicular to displacement direction and called Carioles force.
Fcor 2 m V,
r N ,
where
3333\* MERGEFORMAT ()
Vr
Let`s suggest that mass of whole rotor blade is concentrated in the center of
gravity and the angular velocity is constant. During stroke motion the center of
gravity changes rotational radius (fig 89).
65
66
67
Neglecting the
M
v M
v Mv
M v
M
v M
w=t
P. i
t
68
v
M
=
w P.i
t
t
In the considered case the additional mass decelerates the whole system, but
in case of rocket accelerates:
v M
=
w P.i
t t
where:
v
v&
t
m
M
t
3434\* MERGEFORMAT ()
rocket acceleration;
mass consumption per second.
M m v
m v G,
mv
69
m m
,
.
M s
To calculate the finite rocket velocity it`s necessary to sum up all rocket
velocity increments using integration method.
M0
m
, ,
s
MRB
v fin v G ln
where:
M0 MRB Mf
MRB
Mf
3535\* MERGEFORMAT ()
M f
v fin v G ln RB
v G ln 1
MRB
MRB
m
v G ln
1 z , ,
s
3636\*
MERGEFORMAT ()
where: z Tsiolcovsky number (equals mass ratio of the propellant stock to the
Rocket mass).
From eq. (36) it`s clear that for Rocket velocity rise it is necessary to increase
velocity of substance particles thrown rearward from the engine or Tsiolcovsky
number.
Modern rockets usually are multistage. Multistage rocket is a rocket that uses
two or more stages, each of which contains its own engines and propellant
(fig. 93). When launching happens first to start are the engines of first stage.
When the first stage worked out all the propellant stock it stops operation and is
undocked. Then next stage starts operation and till all stages worked out there
propellant stock the rocket accelerates. When maximal velocity is achieved the
last stage is undocked and only payload continues the flight (for example
Apollo in Saturn 5 rocket).
70
3737\* MERGEFORMAT ()
3838\* MERGEFORMAT
()
k 1
71
72
73
74
75
76
Anti-hail
Civil
Rescue
Meteorological
ZHUKOVSKY NATIONAL AEROSPACE UNIVERSITY KHARKIV AVIATION INSTITUTE
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Middle range
For
Earth-to-earth
Short range (L<10 km, H<10 km)
BASES OF AEROSPACE ENGINEERING
Short range
Middle
range
Tactical
Long
range km)
km,
H=10...25
99 Rockets classification according(L=1050
to the rocket
purposes
Fig.
Earth-to-air Rockets as usual are parts of the anti-aircraft system. These
Long range
systems also contain launching devices and Strategic
guidance devices.
Long ranged
(L=50400Earth-to-air
km, H>25 km)
rockets may be used not in anti-aircraft systems, but in rocket systems.
Lightw
Rocket-carrier is used for reaching the outer space
by
the
rocket
head
part
Infighting (L<15km, M>6)
Medium w
with payload (spacecraft). To do this rocket-carrier should accelerate the head part
Carrying capacity
to orbital velocity. Spacecrafts are spaceships,
artificial
Earth satellites,
Mean
combat (L<15km,
M>6)
Heavy we
specialized space devices and other.
Ranged (L<15km, M>6)
Rocket-carrier type is defined by spacecraft type and
its goals.
Super-hea
Rocket-carrier is characterized with constant active mass
discarding
Air-to-air
(propellant) andWay
rocket
stages step drop. During rocket flight the velocity and Mann
Military
of
usage
Payload type
acceleration of rocket constantly increase and is limited by propellant stock.
Unman
21. Rockets flight dynamics
Air-to-earth
Amount of starts
Earth-to-space
Single
Multi s
Rocket main goal is to carry the payload form the launch location to the
Space-to-earth
destination point. The way of Rocket (rather its center of gravity) is known as
trajectory. Different rocket types may have different trajectories (fig.
100).
Space-to-space
Rocket-carrier
Fig. 100 Trajectory scheme of the different rocket types: 1 cruise rocket, 2
rocket with rebound warhead, 3 rocket with ballistic and gliding trajectory
parts, 4 ballistic rocket, 5 gliding rocket.
The axes of the Rocket control are the same to airplane yaw, roll and pitch
(fig. 101).
78
For delivering the payload to the destination point, rocket must have the same
characteristics as an airplane: balance, stability and control. That`s why all the
conclusions made for airplane are also valid for rocket.
Rocket-carrier starts vertically. Then it passes on a curved part of flight, which
ensures gradual reduction of its angle, relative to the local horizon. For velocity
losses reduction, caused by drag, it is necessary to pass the dense atmosphere
as quick as possible. That`s why the rocket trajectory transfer to horizontal
happens after leaving dense atmosphere. In dense atmosphere rocket moves
along the path with absent aerodynamic lift force. This is made for reduction of
loads on the rocket body.
Trajectory of ballistic rocket has active and passive parts. Active part also
can be divided into several parts. Long-ranged ballistic rocket, usually, is launched
vertically and moves upwards for some time. This part of the active part is known
as start part (fig. 102).
79
80
History of rocket science starts from ancient China and India in XII th century.
At that time rockets had military and entertaining purposes.
In XIVth XVIIth century rockets enlarge the field of their application:
Military purposes;
Entertaining purposes (as a fireworks);
For lifeline transferring to the sinking ship (mostly in France);
In whaling.
In 1880th Russian scientist K. Tsiolkovsky worked out the theory of multistage
liquid propellant rocket, which is able to go into space. Tsiolkovsky equation is still
used in rocket designing. Also Tsiolkovsky made first theoretical description of the
space satellite.
In 1926 Robert Gottard designed and built first liquid propellant rocket.
a
b
Fig. 103: a K. Tsiolkovsky b Robert Gottard
After the First World War according to the Versailles treaty Germany was
forbidden to have the long-ranged artillery, that`s why the commanders of
Reichsverh paid attention to rocket weapon. From the middle 20 th German
engineers were experimenting with rockets and had succeeded a lot by 1942
thanks to Werner von Braun. German ballistic military rocket A-4, launched in
1942, was first apparatus to reach the space in the highest point of the trajectory.
In 1943 Germany started batch production of these rockets under the name V-2.
This rocket was able to carry the warhead, weighting 1000 kg, and its range was
300 km. They were used for anti-Hitler coalition. But they were very inefficient
because of big recourses necessary for their production. After the Second World
War Soviet, British and Americans were contended to get the German
technologies and specialists. Americans succeeded to capture a group of
specialists with Werner von Braun (operation Paperclip).
81
a
b
c
Fig. 105 a S.P. Korolev the soviet space program chief designer,
b first Earth satellite Sputnik - 1, c Rocket-carrier R-7
For the USA, which was the most technologically developed country, it was
strong and unexpected blow, which made the Eisenhower administration to make
some important decisions for getting the technological excellence. In 1958 it
adopted the law National Defense Education Act. Also NASA was organized.
This period was named Satellite crisis. Only 4 months later, on 1st February
1958, the USA, after several fails, finally launched their satellite Explorer-1. First
satellites had only scientific purposes. Sputnik-1 brought information about the
density of the upper atmosphere and Explorer-1 discovered radiation field of the
Earth (Van Allen Belt).
82
a
b
c
Fig. 106: a NASA logo, b First American satellite Explorer-1,
c Rocket-carrier Jupiter C
First satellites for civil purposes were launched in July 1963
(telecommunication satellite Syncom -2) and in August 1964 (Syncom-3). First
commercial satellite to be launched in August 1964 was Early Bird. As a result of
these programs the USA citizens gain the satellite communication.
First human in space became soviet cosmonaut Yury Gagarin on the space
craft Vostok 1. It happened on the April 12, 1961 and since that this day is the
holiday International day of the aviation and cosmonautics.
a
b
Fig. 107: a Y.A. Gagarin b Spacecraft Vostok-1
First man in space made the USSR stepped forward again in the space race.
But it was not for a long time.
On May 5, 1961 the USA spacecraft Mercury-3 with Alan Shepard onboard
also go into space. The USA became the second space country. The satellite
Mercury-3 reached the altitude of 187 km.
83
a
b
Fig. 108: a Alan Shepard b Spacecraft Mercury-3
On February 20, 1961 the US astronaut John Glen made first controlled
orbital flight.
In the early 60s the USSR succeeded a lot in space exploration:
On August 11, 1962 the first group flight was made on the spacecrafts Vostok
3(Nikolayev) and Vostok 4(Popovich).
On June 16, 1963 Vostok 6 brought into space first woman Valentina
Tereshkova.
a
b
c
Fig. 109 First soviet cosmonauts: a Adrian Nikolayev b Pavel Popovich
c Valentina Tereshkova
On October 12, 1964 spacecraft Voshod 1 became first multi-seat
(3 cosmonauts) spacecraft. During this flight, cosmonauts had no space suits
because of small size of spacecraft.
On March 18, 1965 Alexey Leonov (Voshod 2) became the first human entered
the outer space. But this flight nearly ended in tragedy. When
Leonov leaved the Voshod 2, because of high pressure inside the space suit, it
swelled. Only after pitting extra pressure through the valve Leonov became able
to get back into spacecraft. But it was not the end of the problems. While landing
the automatic de-orbiting system failed and Pavel Beljaev had to make the deorbiting manually.
Soviet Chief Designer S.P. Korolev was planning to continue launching
spacecrafts Vostok and Voshod in scientific purposes and then switch to more
ZHUKOVSKY NATIONAL AEROSPACE UNIVERSITY KHARKIV AVIATION INSTITUTE
84
a
b
Fig. 110: a rocket-carrier Proton, b rocket-carrier N-1
The circled flight around the Moon program was planned on the
December 8, 1968 (first piloted flight of the complex Proton Zond-7).But
because of several fails of this complex the piloted flight was canceled and
changed for unmanned flight. This was correct decision because this flight also
failed.
The USA government thought that soviet designers made some steps forward
and were ready to launch the complex Proton-Zond. That`s why it was decided
to move the start date on the December 21, 1968 and launch the complex
Saturn-5 Appolo-8. From the 21 st to 27th December the Appolol-8 with 3
astronauts, Frank Borman, James Lowel and William Anders, made 10 turns
round the Moon. This was the first start of rocket-carrier Saturn-5. This success
made the USA the leader in space race.
85
a
b
Fig. 111 a rocket carrier Saturn-5, b crew of spacecraft Apollo-8
Less than in one year on the July 16, 1969 the spacecraft Apollo-11 with 3
astronauts onboard (Neil Armstrong, Michael Collins, Edwin E. Aldrin jr.) was
launched from the Cape Canaveral. On the July 20, the spacecraft landed the
Moon surface and on July 21, Neil Armstrong made first human step on the Moon
surface.
86
a
b
Fig. 113: a rocket-carrier Arian b spacecraft Hermes
China Rocket-carier Long-march F2, spacecraft Shenshou - 5.
87
88
89
Returnable
Disposable
According to the oppo
Reusable
S
According to application
Orbital
Interplanetary
Galactic
Fig. 117 Spacecraft classification
24. Required flight velocities of rocket (Orbital and parabolic velocities)
Neglecting the atmospheric resistance, spacecraft without energy sources,
with velocity near the earth surface 7912 m/s moves along the elliptical trajectory,
one focus of which is coincided with gravity center of the Earth. Spacecraft with
such velocity cant leave the gravity field of the Earth. It becomes the Earth
satellite. Velocity 7912 m/s is known as orbital velocity.
90
m v 2
F
r
Fw m g
weight
and centrifugal
forces:
To keep the circular trajectory it is necessary to satisfy next requirement:
Fw Fc
m v 2
mg
.
r
3939\* MERGEFORMAT ()
r REarth 6378 km
the velocity
7912
4040\*
MERGEFORMAT ()
Let`s write down the Law of universal gravitation:
M
m
F const Earth 2 satellite , N .
r
4141\* MERGEFORMAT
()
Then for flight altitude equal to H we get:
2
F REarth
=
.
F REarth +H
F m a
4242\* MERGEFORMAT ()
91
g REarth
.
g REarth +H
And substituting
4343\* MERGEFORMAT ()
REarth
v g REarth +H g
REarth +H
REarth +H
v
R Earth
REarth +H
REarth
m
, .
REarth +H s
4444\*
MERGEFORMAT ()
Period of the satellite neat round the Earth (altitude equals to the Earth
T 84
radius) equals to
minutes and 25 seconds. For example, first cosmonaut
Yury Gagarin made his first revolution round the Earth in 90 minutes. That means
that the altitude of the revolution was very low.
Period of satellite rotation on the altitude equal to H can be described with
next equation:
2
R
Earth H
2
2
T
REarth H
0,5
V
V REarth
2
R Earth R
Earth
1,5
REarth
0,5
REarth
0,5
REarth H
R
H
H T Earth
REarth
1,5
1
, .
s
4545\*
MERGEFORMAT ()
From eq. (45) it is clear that orbit radius increase causes decrease in orbital
velocity, acceleration, gravity force and increase in satellite turning period.
For example, geostationary satellites are used for connection purposes
(3 satellites, which are over certain points of the Earth's surface fig. 115), have
zero velocities relatively the Earth surface. Using previous conclusions, it is
possible to calculate that such satellites must be at the altitude about:
H 5,65REarth 36000km.
Parabolic velocity is a velocity, necessary for leaving the gravity field of the
Earth. Let`s calculate it.
ZHUKOVSKY NATIONAL AEROSPACE UNIVERSITY KHARKIV AVIATION INSTITUTE
92
P m g REarth
and distantly
REarth H
4646\* MERGEFORMAT ()
P m g REarth H .
As
g REarth
g REarth H
, then:
REarth
P m g
REarth H
REarth H
2
m g REarth
REarth H
REarth
, N .
REarth H
4747\*
MERGEFORMAT ()
To lift an object to the altitude
PH P
proportional to
.
H R H R Earth
H
Initial energy, necessary for lifting an object to the altitude
equals
mV 2
P P
2
That means, that
. From this equation the velocity is:
2 P P
REarth
2 P
1
REarth H
m
mV 2
2
R
2 P Earth
1
R
H
Earth
2 m g REarth Earth
1
REarth
m
REarth H 2 g R
1, .
Earth
m
REarth H
s
4848\* MERGEFORMAT ()
93
2 9,815
6378
103
11190
11,19
km
s .
4949\*
MERGEFORMAT ()
Thus, theoretical velocities, distances, and altitudes of spacecraft flight are
km
11,19
s
unlimited. When the flight velocity is more than
, the flight trajectory
km
17
s
becomes hyperbolic. When the velocity is more than
, the spacecraft leaves
the Sun gravity field and leaves the Solar system.
There is an interesting question: Where is the most suitable place for
cosmodrom building? It`s reasonable to launch rockets form equator, where Earth
surface velocity is maximal. In this case, it`s possible to put into orbit more
payload with the same available work. That`s why the cosmodrom in Brazil is
more profitable than Baikonur in Kazakhstan.
94
95
96
97
According to the
According to la
trajectory
Aerodynamic
trajectory descent
Fig. 124 Manned landers classification
Orbital stations are spacecrafts, designed for extremely long operation in
orbit of Earth, Moon or any other planet. Orbital stations can be divided into
manned and automatic. Their main purposes are circumterrestrial space, Earth
and other planets study from the OS orbit, meteorological and astronomic
monitoring, medico-biological test carrying out, materials characteristics and
equipment conditions in space study, etc. It`s possible to assemble spacecrafts,
designed to travel to other planets of Solar system, inside the orbital station.
Time of the active OS operation on the orbit, crew size, orbital parameters ,
mass and size characteristics are determined by the OS purposes.
Orbital station design is determined by way of assembling.
First way is to assemble the orbital station on the Earth and launch it with the
rocket-carrier. After this, when the orbital station becomes artificial Earth satellite,
it`s ready for operation. Mass and size of these orbital stations are limited by the
ZHUKOVSKY NATIONAL AEROSPACE UNIVERSITY KHARKIV AVIATION INSTITUTE
98
99
mENG
,
PENG
kg
N .
5050\* MERGEFORMAT ()
Eq. (50) can be applied only to engines which produce thrust. In this eq.
mENG
PENG
is an engine mass,
is an engine thrust. For engines, which produce
power, the next equation applied:
100
mENG
,
NENG
kg
kW .
5151\* MERGEFORMAT ()
NENG
where.
is an engine power.
To have the maximal frontal thrust (frontal power):
Pfront
PENG N
,
.
Smid m2
5252\* MERGEFORMAT ()
Smid
where.
an engine area of midship section (section with maximal area). Eq.
(52) is used for engines, producing thrust. For engines, producing power, the next
equation must be used.
Nfront
NENG
,
Smid
kW
m2 .
5353\* MERGEFORMAT ()
Gfuel kg
,
.
PENG s N
5454\* MERGEFORMAT ()
Gfuel
sp
Gfuel kg
,
.
NENG s kW
5555\* MERGEFORMAT ()
101
102
103
104
Prop
105
106
Ni
Li i n
, W.
2 60
5656\* MERGEFORMAT ()
Li
Where
indicated work (work, made by one piston during one working cycle (2
or 4 strokes), i number of cylinders, n rotational speed (rpm).
Specific indicated fuel consumption (c sp i) characterizes the engine
efficiency. It can be calculated by next equation:
c sp
where:
ch
c h kg
,
.
Ni h W
5757\* MERGEFORMAT ()
i =1
0,23
.
5858\* MERGEFORMAT ()
i 0,3...0,37.
ZHUKOVSKY NATIONAL AEROSPACE UNIVERSITY KHARKIV AVIATION INSTITUTE
107
The indicated power doesn`t takes into account losses (suction losses,
combustion product ejection, friction losses, auxiliary units driving).
To estimate the power, transmitted to the receiver (for example, aircraft
propeller) brake horsepower is used.
To calculate the efficiency of the engine including all this loses brake
efficiency is used:
e mech auxil i,
5959\* MERGEFORMAT ()
mech auxil
where
factor, which indicates losses for suction losses, combustion
product ejection, friction losses, auxiliary units driving.
Similarly to specific indicated fuel consumption the brake fuel consumption
can be calculated as:
c sp
c h kg
,
.
Ne h kW
6060\* MERGEFORMAT ()
0,250,3 kg/kWh
As usual it is within
108
Fig
. 131 Ramjet scheme: 1 incoming air, 2 intake, 3 fuel injection system,
4 flame stabilizer, 5 combustion chamber, 6 nozzle,
7 hot gases exhaust.
As it`s clear from the fig. 131 the ramjet doesn`t have movable parts. Only
control devices have movable parts necessary for engine correct operation. That`s
why its design and maintenance are very simple.
Ramjet operation principle:
Atmospheric air is compressed in an intake and in a diffuser. After diffuser, air
passes to combustion chamber. There, it is heated by constant fuel burning up to
temperature 17001900C. Hot gases from combustion chamber pass through
jet nozzle outside. There, expansion happens and gases are thrown off to the
atmosphere with much bigger velocity than flight velocity. Because of reaction
masses moment increase, while passing through the engine, jet thrust is
produced.
The ramjet is able to operate only from definite velocity. That means that it`s
not able to operate stably at low or zero flight velocity. To start operation it`s
necessary to accelerate the engine to definite initial velocity.
That`s why, aircrafts, powered with ramjet engines must be started:
from the aircrafts, which already have the definite flight velocity;
from the great altitude, while descending the necessary velocity for
starting is reached;
using launching devices, to accelerate aircraft up to necessary velocity.
Because air is used as an oxidizer in ramjets, their maximal flight altitude is
limited.
Ramjets are used mostly at UAV`s, which have subsonic and supersonic
flight velocities.
Basic ramjet parameters
Thrust (P):
P mv mf cN mv Vf pN patm FN ,
6161\*
MERGEFORMAT ()
ZHUKOVSKY NATIONAL AEROSPACE UNIVERSITY KHARKIV AVIATION INSTITUTE
109
kg
mv
cN
s mf
where:
massflow rate ,
mass fuel consumption,
velocity at the
vf
pN
nozzle discharge station,
flight velocity,
pressure at the nozzle crosspatm
FN
section,
atmospheric pressure,
nozzle discharge area.
Specific thrust (Pe):
Pe
p patm FN , N s .
P
m
1 f c N v f N
kg
mv
mv
mv
6262\*
MERGEFORMAT ()
If to consider that the fuel consumption is much less than airflow and an
pN patm
engine is designed for full expansion in the nozzle
the specific thrust
can be roughly calculated as:
N s
Psp cN v f ,
.
kg
6363\* MERGEFORMAT ()
3600 Q kg
,
,
Hu Pe
s N
6464\* MERGEFORMAT ()
110
Fig. 132 Pulse jet engine: 1 incoming air, 2 fuel supply pipes,
3 fuel manifold, 4 fuel nozzles, 5 combustion chamber, 6 jet nozzle,
7 igniter plug, 8 valves system, 9 inlet,
Pulse jet operation principle: While engine starting the pressure rises,
because of fuel burning and makes valves to close. Gases, formed by fuel
burning, are thrown to the atmosphere, producing thrust. Gas ejection reduces
pressure in combustion chamber to definite value, which is less than a pressure
value, formed by incoming air. This makes valves to open and bring next air
portion to combustion chamber. After this cycle starts from the beginning.
Repeatability of the working cycle is determined by engine size. Generally it
can be 40300 repeats per second.
If to compare the ramjet and pulse jet engine the benefit of the last is that it is
able to produce thrust at zero velocity condition, but at high velocities
M 0,40,5
ramjet has bigger frontal thrust and specific mass.
The pulse engines are efficient at subsonic flight velocities.
29. Rocket engines: liquid propellant engine and solid fuel rocket engine.
Liquid propellant engine is a plant for partial transforming of the
thermochemical energy, which is stored in liquid propellant, to kinetic energy of
gas jet stream, ejected from nozzle at high velocity.
111
6565\*
MERGEFORMAT ()
where
msec
6666\* MERGEFORMAT ()
msec 1
LPE specific thrust is an engine thrust for massflow rate
be calculated as:
kN s
.
kg
kg
s
. It can
Psp c N,
6767\* MERGEFORMAT ()
From eq. (64) it is clear that LPE specific thrust is determined by gases efflux
velocity. This velocity is determined by the fuel heat capacity. That`s why the
specific engine thrust is determined by fuel type, which is used.
Specific fuel consumption can be calculated by next equation:
c sp
,
,
P
Pe
h
6868\*
MERGEFORMAT ()
From eq. (65) it`s clear that the more specific thrust engine has, the more
efficient it is. But if to compare with other engine types LPE has high specific fuel
consumption. This is explained by not only fuel consumption but also an oxidizer
consumption, which is 3-4 times bigger than fuel consumption.
ZHUKOVSKY NATIONAL AEROSPACE UNIVERSITY KHARKIV AVIATION INSTITUTE
112
kg
N h
113
114
Oxigenous
NitrogenFig.134 The LPE classification
Two types of fuel supply system are used in LPEs. They are pumping and
pressurized fuel supply system.
a
b
Fig. 135 Fuel supply system schemes:
ZHUKOVSKY NATIONAL AEROSPACE UNIVERSITY KHARKIV AVIATION INSTITUTE
115
116
117
Electro jet en
Electromagnetic
Stationary
Electro ther
Impulsive
118
Nuclear engin
Reactor
Impulse
119
Ra
120
where
Pstart
take-off thrust,
mstart
Pstart
,
mstart g
6969\* MERGEFORMAT ()
Neq start
kW
,
mstart g N
,
7070\* MERGEFORMAT ()
Neq start
where
equivalent takeoff power (sum of the power, produced by
propeller and the thrust, produced by jet stream).
t
where
N start
N start
,
mstart g
kW
N ,
7171\* MERGEFORMAT ()
take-off power.
Specific thrust (Pe) is the ratio of engine thrust to the specific mass flow.
Pe
where
P
Gair sp
N s
,
.
kg
7272\* MERGEFORMAT ()
Gair
121
Ne sp
Neq
W s
;
kg
,
Gair
N W s
,
.
Gair kg
7373\* MERGEFORMAT ()
7474\* MERGEFORMAT ()
250
W s
kg
400
W s
kg
Pfr
Pmax
,
Fmax
m 2 .
7575\* MERGEFORMAT ()
sp
MERGEFORMAT ()
sp
Gf G f sec 3600 kg
,
;
N
N
h kW
7777\*
G
3600 kg
Gf
f sec
,
,
Neq
Neq
h kW
7878\*
MERGEFORMAT ()
kg
h
122
,
TFE
about
,
kg
0,240,34
h kW
TPE
.
Specific mass is a parameter, which characterizes the ratio of engine
mass to maximal engine thrust (eq. (79)) (power (eq. (80)) or equivalent
power (eq. (81))):
msp
msp
msp
mEN kg
,
;
Pmax N
mEN kg
,
;
Nmax kW
mEN
kg
,
.
Neq max kW
7979\* MERGEFORMAT ()
8080\* MERGEFORMAT ()
8181\* MERGEFORMAT ()
123
124
125
126