ENGINEERING COLLEGES

2016 – 17 Even Semester

Important Questions and Answers (IQA)
Department of Mechanical Engineering
SUBJECT CODE: ME 6604

SUBJECT NAME: GAS DYNAMICS AND JET PROPULSION

Regulation: 2013 Year and Semester: III/VI

Prepared by
Sl. No. Name of the Faculty Designation Affiliating College

1 Mr. B.Pradeep Asst. Prof SMTEC

2 Mr. C.Subharaj Asst. Prof SMTEC

Verified by DLI, CLI and Approved by the Centralised Monitoring Team

ME6604 GAS DYNAMICS AND JET PROPULSION LTPC

3 003
OBJECTIVES:
 To understand the basic difference between incompressible and compressible flow.
 To understand the phenomenon of shock waves and its effect on flow.
 To gain some basic knowledge about jet propulsion and Rocket Propulsion.
(Use of Standard Gas Tables permitted)

UNIT I BASIC CONCEPTS AND ISENTROPIC FLOWS 6

Energy and momentum equations of compressible fluid flows – Stagnation states, Mach waves and
Mach cone – Effect of Mach number on compressibility – Isentropic flow through variable ducts –
Nozzle and Diffusers

UNIT II FLOW THROUGH DUCTS 9

Flows through constant area ducts with heat transfer (Rayleigh flow) and Friction (Fanno flow) –
variation of flow properties.

UNIT III NORMAL AND OBLIQUE SHOCKS 10

Governing equations – Variation of flow parameters across the normal and oblique shocks – Prandtl –
Meyer relations – Applications.

UNIT IV JET PROPULSION 10

Theory of jet propulsion – Thrust equation – Thrust power and propulsive efficiency – Operating
principle, cycle analysis and use of stagnation state performance of ram jet, turbojet, turbofan and
turbo prop engines.

UNIT V SPACE PROPULSION 10

Types of rocket engines – Propellants-feeding systems – Ignition and combustion – Theory of rocket
propulsion – Performance study – Staging – Terminal and characteristic velocity – Applications –
space flights.

TOTAL: 45 PERIODS
TEXT BOOK

1. Anderson, J.D., "Modern Compressible flow", 3rd Edition, McGraw Hill, 2003.

2. Yahya, S.M. "Fundamentals of Compressible Flow", New Age International (P) Limited,
New Delhi 1996

REFERENCES:

1. Hill. P. and C. Peterson, "Mechanics and Thermodynamics of Propulsion", Addison – Wesley

Publishing company, 1992.

2. Zucrow. N.J., "Aircraft and Missile Propulsion", Vol.1 & II, John W iley, 1975.

3. Zucrow. N.J., "Principles of Jet Propulsion and Gas Turbines", John W iley, New York, 1970.

4. Sutton. G.P., "Rocket Propulsion Elements", John wiley, New York,1986,.

5. Shapiro. A.H.," Dynamics and Thermodynamics of Compressible fluid Flow", John wiley,
New Delhi.

3
 TABLE OF CONTENTS

PAGE
Sl. No. TITLE NO

1 Aim and Objective of the Subject 5

2 Detailed Lesson Plan 6

Unit - 1 - BASIC CONCEPTS AND ISENTROPIC FLOWS- Part A
3 9

4 Unit - 1 - Part B 12

5 Unit - 2 - FLOW THROUGH DUCTS - Part A 19

6 Unit - 2 - Part B 20

7 Unit - 3 - NORMAL AND OBLIQUE SHOCKS - Part A 31

8 Unit - 3 - Part B 32

9 Unit - 4 - JET PROPULSION - Part A 45

10 Unit - 4 - Part B 47

11 Unit - 5 – SPACE PROPULSION- Part A 66

12 Unit - 5 - Part B 68

13 University Question Bank 79

4
ME 6604 GAS DYNAMICS AND JET PROPULSION

1. Aim and objective of the subject

 To learn about the basic concept and importance of Gas dynamics.
 To understand how the flow takes place in flow and non flow systems.
 To understand the phenomena of shock, Fanno and Rayleigh flow.
 To understand the thrust equation and how it used in aircraft and rocket propulsion
in an efficient way.
 To know the differences between compressible and incompressible flows.
 To understand the knowledge about the jet propulsion, rocket propulsion and
various propellants.
2. Need and importance for study of the subject
 The students will become familiar with fundamentals of various science
and technology Subjects and thus acquire the capability to applying them.
 The students will be able to acquire the knowledge, capability of analyzing and
solving any concept or problem associated with heat energy dynamics and
utilization. Students will be able to understand the concepts of gas dynamics.
 The students will have sound foundation for entering into higher
education programmes.
3. Industry connectivity and latest development
 Gas dynamics and jet propulsion majorly employs in the field of aero & space
industry, defense and automobile sectors. And the various space missions are
planned with the knowledge of this subject.
 EMCOR Government Services (EGS) is an industry which covers a vast universe of
operations and special building maintenance for NASA’s Jet Propulsion Laboratory
as well as other critical space organizations. This is an industry full of surprises,
with missions that demand uncommon levels of adaptability and flexibility to
ensure success.
 ISRO developed various missiles for Indian defense, recently India’s Longest Range
 Ballistic Missile - “AGNI-V” Successfully Test-Fired.
4. Industrial Visit
 Planned to visit ISRO Propulsion Complex (IPRC), Mahendragiri

5
 SCAD Group of Institutions
Department of Mechanical Engineering
Detailed Lesson Plan

Name of the subject & Code: ME 6604 / GAS DYNAMICS AND JET PROPULSION
Name of the Faculty:
TEXT BOOK
1. Anderson, J.D., "Modern Compressible flow", 3rd Edition, McGraw Hill, 2003. (
Copies
Available in Library: Yes)
2. Yahya, S.M. "Fundamentals of Compressible Flow", New Age International (P)
Limited, New DelhI 1996( Copies Available in Library: Yes)
REFERENCES:
1. K.Pandian, Gas Dynamics and Jet Propulsion, Sooraj Publications, 2005( Copies
Available in Library: Yes)
2. V.Ganesan, Gas Turbines,Tata McGraw Hill Publishing Co., New Delhi,1999( Copies
Available in Library: Yes)
3. Senthil, A.R. Puplications,2014( Copies Available in Library: Yes)

Hours Cumul
Unit
SI.N
Topic/Portions to be Covered Required Ative Books Referred
O No. /Planned Hrs

1 Introduction 1 1 TB 2, RB3, RB5

2 Energy equation & Momentum 1 2 TB 2, RB3, RB5

Equation
3 Stagnation states 1 3 TB 2, RB3, RB5

4 Mach waves and Mach cone 1 4 TB 2, RB3, RB5

5 I Effect of Mach number on 1 5 TB 2, RB3, RB5

Compressibility

7 Problems 3 8 TB 2, RB3, RB5

8 Isentropic flow through variable ducts 1 9 TB 2, RB3, RB5

9 Nozzle and Diffusers 1 10 TB 2, RB3, RB5

10 Use of Gas Tables & Problems 4 14 TB 2, RB3, RB5

6
11 Fanno curves, Fanno flow equations 1 15 TB 2, RB3, RB5

12 Variation of flow properties 1 16 TB 2, RB3, RB5

13 Problems 4 20 TB 2, RB3, RB5

14 II Rayleigh line, Fundamental equations 1 21 TB 2, RB3, RB5

15 Rayleigh flow relations, Variation of 1 22 TB 2, RB3, RB5

flow properties
16 Problems 4 26 TB 2, RB3, RB5

17 Governing equations of normal 1 27 TB 2, RB3, RB5

Shocks
18 Variation of flow parameters across 2 29 TB 2, RB3, RB5
the normal shocks
19 Prandtl – Meyer relations 1 30 TB 2, RB3, RB5

20 Problems 2 32 TB 2, RB3, RB5

III
21 Governing equations ,Variation of 1 33 TB 2, RB3, RB5
flow parameters across the Oblique
Shocks
22 Prandtl – Meyer relations 1 34 TB 2, RB3, RB5

23 Problems 4 38 TB 2, RB3, RB5

24 Theory of jet propulsion 1 39 TB 2, RB3, RB5

25 Thrust equation , Thrust power and 1 40 TB 2, RB3, RB5

propulsive efficiency
26 Performance of ram jet 1 41 TB 2, RB3, RB5

27 Performance of turbojet 1 42 TB 2, RB3, RB5

28 IV Performance of turbofan 1 43 TB 2, RB3, RB5

29 Problems 4 47 TB 2, RB3, RB5

30 Types of rocket engines 1 48 TB 2, RB3, RB5

31 Propellants-feeding systems 1 49 TB 2, RB3, RB5

7
 32 Ignition and combustion 1 50 TB 2, RB3, RB5

33 V Theory of rocket propulsion 1 51 TB 2, RB3, RB5

34 Terminal and characteristic velocity 1 52 TB 2, RB3, RB5

35 Applications 1 53 TB 2, RB3, RB5

36 Problems 4 57 TB 2, RB3, RB5

Faculty In Charge HOD

8
 Unit - I

BASIC CONCEPTS AND ISENTROPIC FLOWS

PART – A

1. What is the basic difference between compressible and incompressible fluid

flow?

Compressible Incompressible
1. Fluid velocities are appreciable 1. Fluid velocities are small

compared with the velocity of compared with the velocity of

sound Sound

2. Density is not constant 2. Density is constant

2. Define mach angle and mach wedge.

Mach angle is formed, when an object is moving with supersonic speed. The wave
propagation and changes are smooth. When an object is moving with hypersonic
speed the changes are abrupt is shown in Fig. Hence for a supersonic flow over two
– dimensional object “mach wedge” is used instead of “mach cone”
3. State the meaning of stagnation state, stagnation pressures and stagnation
temperatures.
The state of a fluid attained by isentropically decelerating it to zero velocity at zero
elevation is referred as stagnation state.
The pressure of the fluid when the fluid velocity is zero at zero elevation is known
as “stagnation pressure”.
The temperature of the fluid when the fluid velocity is zero at zero elevation is
known as “stagnation temperature”.

T0 = T +
9
 T = static temperature,
T0 = stagnation temperature,
= velocity temperature

4. What are the different regions of compressible flow?

The adiabatic energy equation for a perfect gas is derived in terms of fluid velocity ©
and sound velocity (a). This is then plotted graphically on the c- a co-ordinates, a
steady flow ellipse is obtained.

The various regions of flow are:

(i) Incompressible region (M ≈ 0)
(ii) Subsonic region (M < 1)
(iii) Transonic region (0.8 – 1.2)
(iv) Supersonic region (M > 1 and M < 1)
(v) Hypersonic region (M ≥ 5)

5. What is the use of mach number and its uses?

Mach number is defined as the ratio between the local fluid velocity to the velocity of
sound.

Mach Number

It is used for the analysis of compressible fluid flow problems. Critical mach number is a
dimensionless number at which the fluid velocity is equal to its sound velocity.

6. Define M* and give the relation between M and M*.

It is a non-dimensional mach number and is defined by the ratio between the local fluid
velocity to its critical velocity of sound / fluid.

10
It is also called characteristic Mach number

7. Define zone of action and zone of silence with neat sketch.

8. What is chocked flow through a nozzle?

The mass flow rate of nozzle is increased by decreasing in the back pressure. The
maximum mass flow condition is reached when the throat pressure ratio achieves
critical value. After that there is no further increase in mass flow with decrease in back
pressure. This condition is called chocking. At chocking condition M=1.

9. Differentiate nozzle and diffuser.

Nozzle: It is a device which is used to increase the velocity and decrease the pressure of

fluids. Diffuser: It is a device which is used to increase the pressure and decrease the

velocity of fluids.

10. Give the expression for nozzle efficiency and diffuser efficiency.

11
 Part - B

1. An air jet (γ = 1.4, R = 287 J/kgk) at 400k has sonic velocity. Determine
1. Velocity of sound at 400K
2. Velocity of sound at the stagnation conditions
3. Maximum velocity of the jet
4. Stagnation enthalpy
5. Crocco number
Given:
At sonic condition, Mach number M = 1

To find:
(i) a (ii) ao (iii) Cmax (iv) ho (v) Cr

Solution:
Velocity of sound,

Stagnation temp – Mach number relation

Velocity sound at stagnation condition

From stagnation enthalpy equation

12
From stagnation enthalpy condition

At sonic condition, M=1

2. An aircraft flies at a velocity of 700 kmph in an atmosphere where the

pressure is 75 kPa and temperature is 5ºC. Calculate the Mach number and
stagnation properties.
(April/May 2012)
Given:
3
Air velocity, C = 700 km/hr = 700 x 10 m/hr
C = 194.44 m/sec
Static pressure, P=75 kPa=75x103Pa
Static temperature, T = 5ºC + 273 = 278 K
To Find: 1. Mach number 2. Stagnation properties
Solution:
Velocity of sound,

Refer Isentropic flow table for & M = 0.58

Stagnation temperature, To

Stagnation pressure,

13
3.Prove that

Effect of mach number on compressibility:

From Bernoulli equation, the stagnation pressure for incompressible flow is

This equation shows the value of pressure co-efficient (sometime referred to as

compressibility factor) is unity.
But for the compressible flow the value of pressure co-efficient deviates from unity.

For isentropic compressible flow the relationship between stagnation pressure and
stagnation temperature is given by

Expanding this equation as Taylor series i.e

But and

14
Therefore

Equation 2 & 4 gives

This is pressure coefficient equation for compressible flow.

4. A nozzle in a wind tunnel gives a test-section mach number of 2.0. Air enters the
nozzle from a large reservoir at 0.69 bar and 310 K. The cross sectional area of the
2
throat is 1000 cm . Determine the following quantities for the tunnel for one
dimensional isentropic flow.
(i) Pressures, temperatures and velocities at the throat and test-sections.
(ii) Area of cross section of the test section
(iii) Mass flow rate
(iv) Power required to drive the compressor
(Nov/Dec 2012)
Given:
2
P0 = 0.69 bar, T0 = 310 K, A* = 1000 cm , Mt = 2
Solution:

Case (ii)
Refer isentropic flow table

15
From gas table at M=1(Throat section)

From gas table at Mt=2.0

k
Assuming reversible flow, compressor work

5. The Pressure, temperature and velocity of air at the entry of a diffuser are 0.7 bar,
345 K and 190 m/s respectively. The entry diameter of a diffuser is 15 cm and exit
diameter is 35 cm. Determine the following. (1) Exit pressure (2) Exit velocity (3)
Force exerted on the diffuser walls. Assuming isentropic flow and take γ = 1.4, C p =
1005 J/kgk. (Nov/Dec2012)

Given:
P1 = 0.7 bar, T1 = 345 K, C1 = 190 m/s, d1 = 15 cm = 0.15 m,
d2 = 35 cm=0.35 m, γ = 1.4, Cp = 1005 J/kgK
To Find: P2, C2 and τ
Solution:
16
Velocity of sound at inlet ,

Refer Isentropic flow table for & M = 0.51

37

Stagnation temperature, To

Stagnation pressure,

In this problem, d2>d1 => A2>A1. So this is divergent type diffuser. For divergent type
diffuser Mach number value is less than unity
17
 M<1
Inlet Outlet

From isentropic flow table

For value, we can refer gas table page no 28 and 38. But we have to take
Mach number less than 1 corresponding values, because it is divergent type diffuser.

At throat section

Force exerted on the diffuser walls is equal to the thrust of the flow

18
 Unit – II
FLOW THROUGH DUCTS
Part-A

1. What are the consumption made for Fanno flow?

One dimensional steady flow takes place in constant sectional area. There is no
heat transfer. The gas is perfect with constant specific heats.

2. Give two practical examples where the Fanno flow occurs.

a. Flow in air breathing engines
b. Flow in refrigeration and air conditioning
c. Flow of fluids in long pipes
3. What are the three equation governing Fanno flow?
a. Energy equation
b. Continuity equation
c. Equation of state
4. Give examples for Rayleigh flow. (NOV/DEC 2012)
a. Heat exchangers
b. Inter coolers
5. Under what conditions the assumption of Rayleigh flow is not valid in a heat
exchanger.
Under stagnation conditions, the assumption of Rayleigh flow is not valid in a
heat exchanger.
6. Give the assumptions made in Rayleigh flow.(NOV/DEC 2010)
One dimensional flow without friction and heat transfer Constant area duct Perfect
gas with constant specific heats and molecular weights Absence of body forces.
7. Sketch the Rayleigh line on the T-s plane and explain the significance of it.
( NOV/DEC 2009)
The portion of the Rayleigh curve above the point of maximum entropy usually
represents. Subsonic flow (M<1) and the portion below the maximum entropy point
represents supersonic flow(M>1)

8. Explain the difference between fanno flow and isothermal flow? (NOV/DEC 2009)
ISOTHERMAL FLOW FANNO FLOW

Static temperature is constant where as Stagnation temperature is constant

the stagnation temperature is not but static temperature is not
constant constant

19
 Adiabatic flow with heat transfer Adiabatic flow without heat
transfer

Flow occurs in long ducts where Long ducts are not required
sufficient time is required for heat
transfer
On account of constant temperature the Friction factor is not constant.
friction factor is assumed constant.
9. Give two practical examples where the fanno flow occurs.
Flow occurs in gas ducts of aircraft propulsion engines, flow in air-conditioning
ducts and flow of oil in long pipes. etc.

10. Write the ratio of velocity between and two section in terms of the mach number in
a fanno flow.

Part-B

PROBLEM ON RAYLEIGH FLOW

1. Air is having Mach number 3 with total temperature 295oC and static pressure 0.5
bar flows through a constant area duct adiabatically to another section where the
Mach number is 1.5. Determine the amount of heat transfer and the change in
stagnation pressure.
Given data

M1 = 3
M2 = 1.5
To1 = 295+ 273 =568 k
P1 = 0.5 bar = 0.5 x 105 N/m2

To find:

Amount of heat transferred Q=?

Change in stagnation pressure Δ Po =?

Solution :
M1 is given
Refer isentropic table for γ =1.4 ,M1 = 3 (From Gas Table P.No. 37)

T1 = To1 x 0.357
20
T1 = 202.71 k

Po1 =

Po1= 18.38 x 105 N/m2

Refer Rayleigh flow table for γ =1.4 ,M1 = 3 ( From gas table P.No. 115)

P1 * =

P1* = 2.84 x 105 N/m2

T1 * =

T1* = 721.60 k
Po1 * =

Po1* = 5.37 x 105 N/m2

To1 * =

To1* = 868.5 k = To2*

Refer Rayleigh flow table for γ =1.4 , M2 = 1.5 (From gas table P.No. 113)

21
Po2 = Po2 * x 1.122

=5.37 x 10 5 x 1.122

Po2 = 6.025 x 105 N/m2

To2 = To2* x 0.909

= 868.5 x 0.909

To2 = 789.46 K

Heat supplied

m=1Kg/s and Cp=1005

Q = m cp (To2-To1)

Q = 1x 1005 (789.5 - 568)

Q = 2.22 x 105 J/Kg

Change in stagnation pressure

Δ Po = Po 2-Po2

=18.38 X 105 – 6.025 X 10 5

Δ Po = 12.355 x 105 N/m2

2. Air enters a constant area duct at M1 = 3 ; P1 = 1atm and T1= 300K .Inside the heat
added per unit mass is Q = 3 x 105 J/Kg . Calculate the flow properties M 2, P2, T2, T02
and Po2 at exit.

Given data
M1 = 3
P1 = 1 atm
T1 = 300K
Q = 3 x 105 J/Kg
Assumption
For Air γ=1.4 R = 287 J/Kg K

To Find:
M 2, P2, T2, T02 and Po2 at exit.

Solution:
Refer isentropic table for γ =1.4 ,M1 = 3 (From gas table P.No. 37)

22
To1=

To1= 840.3 K

Po1 =

Po1 = 36.76 x 105 N/m2

Refer Rayleigh flow table for γ =1.4, M1 = 3 (From gas table P.No. 115)

P1 * =

P1* = 5.68 x 105 N/m2=P2*

Po1 * =

Po1* = 5.37 x 105 N/m2

T1 * =

T1* = 1067.60 K=T2*

To1 * =
To1* = 868.5 k = To2*

ρ1* = ρ1 x 1.588

ρ1* = 18.44 Kg/m3 = ρ2*

Heat transfer
23
Q = m cp (To2-To1)

m= 1 Kg/s

3x 105 =1005 [To2-840.34]

To2=1138.85 K

To1* = To2*= 1284.92 K

Refer Rayleigh flow table for γ =1.4, (From gas table P.No.113)

M2= 1.6

For (We can refer gas table P.No.112 and 113.But we have to take M2=1.6)

Initial Mach number is M1>1

P2 = 5.68 x 105 x 0.524

P2 = 2.97x 105

T2 = 1067.6 x 0.702

T2 = 749.4 K

Result :

M2=1.6
P2 = 2.9x105 N/m2

T2 = 749.4 K

24
 To2 =1138 K
Po2 = 12.61 x 105 N/m2

3. The Condition of a gas in combustion chamber at entry are T1 = 375 K, P1= 0.050
bar, C1=70 m/s. The air – fuel ratio is 29 and the calorific value of the fuel is 42
MJ/Kg. Calculate,
Initial and final mach number
Final pressure, temperature and velocity
Gas Percentage of stagnation pressure loss
Maximum stagnation temperature
Take γ = 1.4 and R = 0.287 kJ/kg k.

Given :

 T1 = 375 k
 P1 = 0.50 bar = 0.50 X 105 N/m2
 C1= 70 m/s
 Air – fuel ratio = 29
 Calorific value = 42 MJ/kg = 42 X 106 J/kg
 ϒ = 1.4
 R = 0.287 KJ/kg k = 287 J/kg k

To find:-

1. M1 & M2
2. P2, T2, C2
3. Stagnation pressure loss
4. To(max)

Solution

M1 = = = 0.180

M1 = 0.180

Refer isentropic table for γ =1.4, M1 = 0.180 (From gas table P.No. 28)

To1=

To1= 377.36 K

25
Po1 =

Po1 = 0.5112 x 105 N/m2

Refer Rayleigh flow table for γ =1.4, M1 = 0.18 (From gas table P. No. 111)

c1*
P1 * =

P1* = 0.218 x 105 N/m2=P2*

Po1 * =
Po1* = 0.4119 x 105 N/m2 = Po2*
T1 * =

T1* = 1067.60 K=T2*

To1 * =

To1* = 2638.18 k = To2*

C1*=
C1*=945m/s = c2*

Δho = =

Δho = 1.4 X106 J/Kg

Δho = CpTo2-CpT01

1.4X106 =Cp[To2 –To1]

1.4X106 = x [T02-377.26]
26
To2 =1770.99K

Refer Rayleigh flow table for γ =1.4, (From gas table P. No. 111)

M2= 0.48

P2 = 0.218 x 105 x 1.815

P2 = 0.3956x 105N/m2

Po2 = Po2 * x 1.122

=0.4119x105 x 1.122
Po2 = 0.462 x 105 N/m2

T2 = 2192.9 x 0.758

T2 =662.4 K

C2=C2* x 0.418

C2= 945.95 x 0.418

C2= 395.41m/s
Percentage of stagnation pressure loss

= [(0.5112 x 105-0.462 x 105) / 0.5112 x 105] X 100

Loss = 9.6%
To(max)= To1*= To2*= T*= 2638.18 K

Result

M1=0.18
M2=1.6
P2 = 0.3956x 105N/m2
T2 = 1662.4 K
27
 C2= 395.41m/s

FANNO FLOW PROBLEM

4. Air at P1 = 3.4 bar, T1= 35o C enters a circular duct a mach number of 0.14.The exit
mach number is 0.6 and co-efficient of friction is 0.004.If the mass flow rate is 8.2
kg/s. Determine
1. Pressure temperature at the exit.
2. Diameter of the duct.
3. Length of the duct.
4. Stagnation pressure loss.
5. Verify the exit Mach number through exit velocity and temperature.
Given
P1=1.6
T1 = 2.9x105 N/m2
T2 = 749.4 K
M1 = 0.14
M2 = 0.6
Po2=12.61x105N/m2
µ=0.004
m=3.2kg/s
To Find:

1. P2, T2
2. D
3. L
4. Po1-Po2
5. Verify exit Mach number
Solution
Refer isentropic table for γ =1.4, M1 = 0.14 (From gas table P.No. 28)

Po1 = =
0.996

= 308.9 k Po1=3.44x 105 N/m2

Refer isentropic table for γ =1.4, M1 = 0.4 (From gas table P. No. 81)

28
 0.485 X 105 N/m2 a1=

= 0.822 X 105 N/m2 = = 321.8 m/s =

257.7 K

Refer isentropic table for γ =1.4, M2 = 0.6 (From gas table P. No. 81)

P02/ P02*=1.188 C2/C2*=0.635

P2 = = 0.435×105×1.763

P2= 0.766×105 N/m2

=0.822 105

=0.0176 X 105 N/m2

T2 =

=257.7

T2= 280.4K

C2 = C2* X 0.635

C2= 204.4 m/s

Diameter of duct

Mass flow rate m = ρ1 A1C1 = ρ2 A2C2

P1/RT1 x 3.14/4 x d12 x C1

8.2= (3.4 x10 5/ 287 x308) x3.14/4 x d12x m1x a1

D12 = 0.055
29
D1 = 0.234= D2= D3

Length of the duct

=32.5-0.491

= 32.02

L= (32.02X0.234) /(4X0.004)

L=468.2 m

Stagnation pressure loss

ΔP = Po1-Po2

= 3.44x105 – 0.976 x 105

ΔP = 2.464 x 105N/m2

Result

L=468.2 m

ΔP = 2.464 x105N/m2

D = 0.234m

M2 = 0.6

T2 = 280.4K

P2 = 0.766x105N/m2

30
 Unit – III
NORMAL AND OBLIQUE SHOCKS
PART-A
1. Give the difference between normal and oblique shock.

NORMAL SHOCK OBLIQUE SHOCK

The shock waves are right angles The shock waves are inclined at an angle to
the direction of flow.
to the direction of flow.

May be treated as one dimensional analysis. Oblique s ho ck is two dimensio nal analysis.

2. What is meant by shock wave?

A shock wave is a steep finite pressure wave. The shock wave may be described as a
compression wave front in a subsonic flow field across which there is abrupt change in flow
properties.

3. Define “strength of a shock wave”. (NOV/DEC 2009)

Strength of a shock wave is defined as the ratio of increase in static pressure across the shock
to the inlet static pressure. Strength of shock = (P y – Px)/Px

4. Define oblique shock where it occurs.

The shock wave which is inclined at an angle to the two dimensional flow direction is
called as oblique shock. When the flow is supersonic, the oblique shock occurs at the corner due
to the turning of supersonic flow.

5. Shock waves cannot develop in subsonic flow. State the reason.

Shocks are introduced to increase the pressure and hence it is a deceleration process.
Therefore, shocks are possible only when the fluid velocity is maximum. In a subsonic flow,
the velocity of fluid is less than the critical velocity and hence deceleration is not possible.
Thus, shock waves cannot develop in subsonic flow.

6. What is Prandtl-Meyer relation? What its significance?

The fundamental relation between gas velocities before and after the normal shock and
the critical velocity of sound is known as Prandtl-Meyer relation.
i.e., (i) c x c = a*2 and (ii) M* x M* = 1
x y x y
It signifies the v el oci t i es (before and after the shock) with the critical velocity of sound and
the product of mach numbers before and after the shock is unity.

31
7. What is meant by normal shock as applied to compressible flow?

Compression wave front being normal to the direction of compressible fluid flow. It occurs
when the flow is decelerating from supersonic flow. The fluid properties jump across the normal
shock.

8. Mention the useful application of shock wave.

a. Jet engine
b. Shock tube
c. Supersonic wind tunnel

9. What are the assumptions made in oblique shock?

a. Flow is study, adiabatic and frictionless

b. Gas is perfect
c. Absents of work transfer work boundary
d. Absents of body forces

10. Show a normal shock in h-s diagram with the help of Rayleigh line and Fanno line.

PART-B
1. Derive Prandtl- Meyer Relation.

Prandtl- Meyer Relation which is the basic of other equation for shock waves. It gives the
relationship between the gas velocities before and after the normal shock and the critical velocity of
sound.

We know that

Stagnation enthalpy equation

32
 =

Apply this equation to the flow before shock wave and after shock wave

Before shock wave

= -

 = ( -1) -

 -

 = -

 = -

After shock wave

= -

 = ( -1) -

 -

 = -

 = - -----(2)

We know that from momentum equation

( )A = m( )

( )= ( )

=( )

- =( ) -----------------(3)

33
Mass flow rate, m=ρAc = =

= = -----------------(4)

Substitute Value in Equation (3)

(4.3)=> - =( )

Multiplying by

- = ( ) --------------(5)

Gas equation, p√ = mRT

For unit mass

p√ =RT

 =RT

 =

 =
 =
 =

 =

Substitute and values in equation no (5)

(5)=> - = ( ) -------------(6)
Substitute the equation (4.1) and (4.2) in equation (6)

(6)=> - - = ( )

=> - - = (

=> + = ( )

Multiply by

=> + =

34
 Multiply by 2

( ) +( ) =2

( ) =2 - +( )

( ) =

( ) =

= --------------(7)

This equation is known as Prandtl- Meyer Relation

× =

I= ×

× = I --------------(8)

This is another form of Prandtl- Meyer Relations

2. The following data refer to compressible fluid flow in a convergent nozzle.

1) Throat area = 2.4cm2
2) Exit area = 5cm2
3) Stagnation pressure = 7 bar
4) Stagnation temperature = 100⁰c
Normal shock occurs at a section where the cross sectional area is 3.4 cm2. Taking the
flow as isentropic before and after the shock, find the following
i) Properties of fluid just after the shock
ii) Exit Mach number
iii) Properties of fluid at exit
Given data:
A*= Ax* = 2.4 cm2= 2.4× 10-4 m2
A2 = 5 cm2= 5× 10-4 m2

P0 = 7 bar = 7× 105 N/m2

T0 = 100+273 = 373K

A* = 3.4 cm2 = 3.4× 10-4 m2 = Ay

Hence

35
Ax = Ay

Ax* = A*

To find:

1) My , Ty, Py , Cy
2) M2
3) P2, T2,C2

Solution:

= = 1.416

= 1.416

Refer isentropic flow rate = 1.416 = 1.418 (From gas table P No : 33)

=1.4

Mx = 1.78 PX = 0.179× POX

=0.612 = 0.179 0.179×7×105

PX = 1.253× 105 N/m2

TX = 0.612 × = 0.612 ×373
TX = 228.27K

Refer normal shock table M X = 1.78, =1.4 (From gas table P. No. 53)

My = 0.621 Ty = 1.517 × TX

= 3.530, = 1.517 =1.517×228.27

Ty = 346.28K
= 0.822
Poy =0.822 × Pox
=3.53 × PX
= 0.822×7× 105
5
= 3.530 × 1.253× 10
Poy = 5.754× 105 N/m2
Py = 4.423 × 105 N/m2
Cy = My ×ay = My ×

0.621 ×

36
Cy = 231.6 m/s

Refer isentropic flow table My = 0.621 =0.62, =1.4 (From gas table P. No. 30)

= 1.166

Ay* = = 3.4× 10-4/1.166 = 291.59×10-6 m2

= 5× 10-4/291.5× 10-6 = 1.718

= 1.718

Refer isentropic flow table = 1.718 = 1.73, =1.4 (From gas table P. No. 29)

M2 = 0.36

= 0.975, = 0.914

T2 = 0.975 × Ty P2 = 0.914 ×

T2 =363.6K P2 = 5.259× 105 N/m2

C2 = M2 ×a2 = M2 ×

= 0.36 ×

C2 = 137.6m/s

Result:

Mx = 1.78

Ty = 346.28K

Py = 4.423 × 105 N/m2

Cy = 231.6 m/s

M2 = 0.36

P2 = 5.259× 105 N/m2

T2 =363.6K

C2 = 137.6m/s

37
3. When a converging diverging nozzle is operated at off-design condition a normal shock
occurs at a section where the cross sectional area is 18.75 cm2 in the diverging portion at inlet
the nozzle the stagnation state is given as 0.21 MPa and 36 0C. The throat area is 12.5cm2 and
exit area is 25cm2. Estimate the exit Mach number, exit pressure loss in stagnation pressure for
flow through nozzle.
Given data
Ax = Ay = 18.75 cm2 =18.75 x10 -4 m2
Po = 0.21 x 106Pa
To = 36 +273 = 309 K
A*= Ax* = 12.5 cm2= 12.5 × 10-4 m2
A2 = 25 cm2 = 25 × 10-4m2
To Find
Exit mach number
Exit pressure
Loss in stagnation pressure
Solution

= = 1.5

Refer isentropic flow rate = 1.416 = 1.418 from gas table P. No 34

Mx = 1.86
Refer normal shock table M X = 1.86, =1.4 from gas table P. No. 53

My = 0.604

= 0.786

Poy =0.786 × Pox

= 0.786x 0.21× 106

Poy = 1.65× 105 N/m2

Refer isentropic flow table My = 0.604, =1.4 from gas table P. No. 29

38
 = 1.188

Ay* = = 18.75× 10-4/1.188 = 1.578×10-3 m2

=25× 10-4/1.578× 10-3 = 1.584

Refer isentropic flow table = 1.584, =1.4 from gas table P. No. 29

M2 =40

P2/ Poy =0.895

P2 = 0.895 X 1.65 x 105
P2= 1.476 x 10^5 N/m2
Stagnation pressure loss, p = po - poy

= (0.21×106) – (1.65×105)

P = 0.45 × 105 N/m2

Result:

M2 = 0.4
P2 =1.476×105 N/m2
P = 0.45 × 105 N/m2

4. .Air flows adiabatically in a pipe. A normal shock wave is formed. The pressure and
temperature of air before the shock are 150 KN/m2 and 25oc respectively. The
pressure just after the shock is 350 KN/m2.
Find,
(i) Mach number before shock

(ii) Mach number, static temperature and velocity of air after the shock wave.

(iii) Increase in density of air

(iv) Loss of stagnation pressure

(v) Change in entropy

Given:

Px = 150 kN/m2 = 150×103 N/m2

Tx = 25+273= 298 k

Py = 350 kN/m2 = 350×103 N/m2

39
To Find:

(i) Mx
(ii) M y, Ty, Cy
(iii) ρy-ρx
(iv) ΔPo
(v) Δs

Solution

Refer Normal shock table for ϒ=1.4 P. No. 52

Mx=1.46, My=0.716

T y = 1.294 × T x = 1.294 × 298

Ty =385.61 k

Poy = 3.265 × Px

= 3.265 × 150 × 10
Poy = 489.75 N/m2

Pox= 519×103 N/m2

40
Stagnation pressure loss:

ΔP0 = Pox - Poy

= 519.9 × 103 N/m2

ΔP0 = 30.15 × 103 N/m2

Mach number after the shock

My = Cy/a y

Cy = M y × a y = M y y

= 0.76 ×

Cy = 281.8 m/s

Density before the shock

ρx= =

ρx = 1.755 kg/m3

Density after the shock

ρy = =

ρy = 3.162 kg/m3

Increase in density = ρy-ρx

= 3.162-1.758

= 1.409 kg/m3

Change in entropy

Δs= R ln

= 287 ln (1/ 0.942)

Δs = 17.148 J/kgk

41
Result

1. Mx=1.46, Cy = 281.8, My=0.716

2. ,m/s
T y =385.61 k
3. ΔP0 = 30.15 × 103 N/m2
4. Δs = 17.148 J/kgk
5. ρy-ρx=1.409kg/m3

OBLIQUE SHOCK PROBLEMS

5 .An oblique waves occur at the leading edge of a symmetrical wedge. Air has a
mach number of 2.1 and deflection angle of 150 .Determine strong and weak waves.
1. Wave angle
2. Pressure ratio
3. Density ratio
4. Temperature ratio
5. Downstream mach number

Given:
Upstream mach number of oblique shock M1 = 2.1
Deflection angle δ = 15 0

To find:
1. Wave angle σ
2. Pressure ratio P2/P1
3. Density ratio ρ2/ρ1
4. Temperature ratio T2/T1
5. Downstream mach number of oblique shock M2

Solution:

Deflection tan δ= 2 cot σ x (M1)2 sin2σ-1

2 + γ (M1)2 + (M1)2(1 – 2sin 2 σ)

Substitute δ = 150 , M1= 2.1

Tan15 = 2 cot σ x (2.1)2 sin2σ-1

2 + 1.4 x (2.1)2 + (2.1)2(1 – 2sin 2 σ)

0.267= 2 cot σ x (2.1)2 sin2σ-1

2 + 1.4 x (2.1)2 + (2.1)2(1 – 2sin 2 σ)

42
 0.287 = 2 cot σ x 4.41 x sin2σ-1
3.174 + 4.41 (1 – 2sin 2 σ)
0.287 = 2 cot σ x 4.41 x sin2σ-1
3.174 + 4.41 – 8.822sin 2 σ
By iteration Method
σ = 80.80 , σ = 430

For strong wave:

Upstream Mx = M1 sinσ
Mx = 2.1 sin 80.8o
= 2.07
Refer normal shock table for Mx = 2.07, γ = 1.4 From gas table P. No. 53

My = 0.565

Py/Px = P2/P1 = 4.832

Ty/Tx = T2/T1 = 1.745

Downstream mach number

M2 = My / sin(σ - δ)
= 0.565 / sin(80.8 – 15)
M2 = 0.619
Density at exit
ρ2 = P2/RT2
Density at entry
ρ1 = P1/RT1

ρ2/ρ1 = (P2/RT2)/ (P1/RT1)

= (P2 / P1) * (T1/ T2)

= 4.832*(1/1.745)
ρ2/ρ1 = 2.769

For weak shock wave

Upstream Mx = M1 sin σ
= 2.1 x sin 43
Mx = 1.432
Refer normal shock table for Mx = 1.432, γ = 1.4 From gas table P. No. 52

M2= My/sin(σ - δ)
= 0.727/sin(43 - 15)
M2 = 1.548
43
Density at exit

ρ2 = P2/RT2

Density at entry
ρ1 = P1/RT1

ρ2/ρ1 = (P2/RT2)/ (P1/RT1)

= (P2 / P1) * (T1/ T2)

ρ2/ρ1 = 2.219/ (1/1.274)

= 1.741

Result
For strong wave
 σ (strong)= 80.80
 P2/P1 = 4.832
 ρ2/ρ1 = 2.769
 T2/T1 = 1.745
 M2 = 0.619
For weak wave
 σ (weak)= 430
 P2/P1 = 2.219
 ρ2/ρ1 = 1.741
 T2/T1 = 1.274
 M2 = 1.548

44
 Unit – IV
JET PROPULSION
PART - A
1. What is meant by a jet propulsion system?
It is the propulsion of a jet aircraft (or) other missiles by the reaction of jet coming out with
high velocity. The jet propulsion in used when the oxygen is obtained from the
surrounding atmosphere.
2. How will you classify propulsive engines?
The jet propulsion engines are classified i n to:
i. Air breathing engines and
ii. Rocket engines which do not use atmospheric air.

3. Give the difference between turbojet and ram jet engine.

TURBO JET RAM JET
 Compressor and turbine are  Compressor and turbine are not used
used.
but diffuser and nozzle are used.
 Lower thrust and propulsive
 It provides high thrust per unit weight.
efficiency at lower speeds.
 In the absence of rotating
 Construction cost is more.
machines, the construction is simple and

4. What is “thrust augmentation”?

To achieve better take-off performance, higher rates of climb and increased
performance at altitude during combat maneuvers, there has been a demand for increasing the
thrust output of aircraft for short intervals of time. This is achieved by during additional fuel
in the tail pipe between the turbine exhaust and entrance section of the exhaust nozzle. This
method of thrust increases the jet velocity is called “Thrust Augmentation”.
5. What is the benefit of thrust augmentation in a turbojet engine? [May/June 2012]
Better take-off performance.
Higher rates of climb
6. Give the difference between pulse jet and ram jet engine.
PULSE JET RAM JET
 Mechanical valve arrangements  Works without the aid of any
are used during combustion. mechanical device and needs no
moving parts.
 The stagnation temperature i s l e s s  Since the mach number in Ram jet
engine is supersonic, the stagnation
temperature is very high.

45
7. Why a ram jet engine does not require a compressor and a turbine?

In general, the speed of a ram jet engine is supersonic (the range of Mach number) is
very high. At this flight speed the contribution of the compressor to the total static pressure
rise is insignificant. Hence, arm jet engine does not require compressor and turbine.

8. Why after burners are used in turbojet engine?(May/June 2009)

Exhaust gases from the turbine have large quantity of oxygen, which can support the
combustion of additional fuel. Thus if a suitable burner is installed between the turbine and
exhaust nozzle, a considerable amount of fuel can be burned in this section to produce
temperatures entering the nozzle as high as 1900°C. The increased temperature greatly
augments the exhaust gas velocity, and hence provides the thrust increase.

9. Define propulsive efficiency? [Nov/Dec 2012]

The force which propels the aircraft forward at a given speed is called thrust (or) propulsive
force. Propulsive efficiency is defined as the ratio between propulsive power (or) thrust power
to the power output of the engine.

ηp =

10. How is turbofan engine differ from turbo prop engine? [Nov/Dec 2008]
Turbo Prop Engine Turbo fan engine

 The specific fuel consumption based on  TSFC is comparatively higher at

thrust is low
 Propulsive efficiency within the range
of operation is higher
 On account of higher thrust at low
speeds the take-off role is short and
requiring shorter runway
 Use of centrifugal compressor stages
increases the frontal area
 Higher weight per unit thrust.
lower speeds and altitudes.
 Propulsive efficiency is low.

 Take-off role is longer and requiring
longer runway
 Lower frontal area

 Lower weight per unit thrust

46
11. What is the difference between shaft propulsion and jet propulsion?

SHAFT PROPULSION JET PROPULSION

 The power to the propeller is  There is no reduction gear.

transmitted through a reduction gear

 Suitable for higher
altitudes.
 At higher altitude, the performance is
poor. Hence it is suitable for lower  Construction is simpler.
altitudes.
 With increasing speeds and size of the  Propuls ive effic ienc y
i s More.
aircrafts, the shaft propulsion engine
becomes too complicated.
 Propulsive efficiency is less.

Part B

1. Explain in the construction and working details about Ramjet engine.

RAM JET ENGINE

Construction:

The construction of Ramjet Engine is shown in fig. which is simplest types of air-breathing engine.

It consists of:

 Supersonic diffuser (1-2)

 Subsonic diffuser (2-3)
 Combustion chamber (3-4)
 Discharge nozzle section (4-5)
The function of supersonic and subsonic diffusers are to convert the kinetic energy of the
entering air into pressure energy. This energy transformation is called ram effect and the pressure

47
rise is called the ram pressure.The function of nozzle is to convert pressure energy of gas into
kinetic energy.

Working:

o Air from the atmosphere enters the engine at a very high speed and its velocity gets reduced
and its static pressure is increased by supersonic diffuser.
o Then the air passes through the subsonic diffuser and its velocity further reduces to subsonic
value. Due to this, the pressure of air increases to ignition pressure.
o Then the high pressure air flows into the combustion chamber. In the combustion chamber,
the fuel is injected by suitable injectors and the air fuel mixture is burnt.
o The highly heated products of combustion gases are then allowed to expand in the exhaust
nozzle section.
o In the nozzle pressure energy of the gas is converted into kinetic energy. So the gases
coming out form the unit with very high velocity.
o Due to high velocity of gases coming out from the unit, a reaction or thrust is produced in the
opposite direction. This thrust propels the air craft.
o Ramjet produces very high thrust with high efficiency at supersonic speeds. So, it is best
suitable for high speed aircrafts.

48
 o The air enters the engine with a supersonic speed must be reduced to subsonic speed. This is
necessary to prevent the blow out of the flame in the combustion chamber. The velocity must
be small enough to make it possible to add the required quantity of fuel for stable
combustion.
o Both theory and experiment indicate that the speed of the air entering the combustion
chamber should not be higher than that corresponding to a local mach number of 0.2
approximately.
Advantages:

 Ramjet engine is very simple and does not have any moving part.
 Cost is low
 Less maintenance
 The specific fuel consumption is better than other gas turbine power plants at high speed.
 There is no upper limit to the flight speed.
 Light weight when compared with turbojet engine.
Disadvantages:

 Since the take-off thrust is zero, it is not possible to start a ramjet engine without an
external launching device.
 The combustion chamber required flame holder to stabilize the combustion due to high
speed of air.
 It is very difficult to design a diffuser which will give good pressure recovery over a wide
range of speeds.
 It has low thermal efficiency.
Applications:

 It is widely used in high speed aircrafts and missiles due to its high thrust and high
operational speed.
 Subsonic ramjets are used in target weapons.

2. Explain in detail about Pulse jet engine with neat sketch.

PULSE JET ENGINE (OR) FLYING BOMB

The construction of pulse jet engine is shown in fig. which is similar to ramjet engine.
49
It consists of:

A valve grid which contains springs that close on their own spring pressure.
A diffuser.
Combustion chamber.
Spark plug.
A tail pipe (or discharge nozzle)
The function of diffuser is to convert the kinetic energy of the entering air into pressure energy.

The function of nozzle is to convert pressure energy of gas into kinetic energy.

Working:

o Air from the atmosphere enters into pulse jet engine. The air velocity gets reduced and its
static pressure is increased by diffuser.
o When a certain pressure difference exists across the valve grid, the valve will open and allow
the air to enter into the combustion chamber.
o In the combustion chamber, fuel is mixed with air and combustion starts by the use of spark
plug.
o Once the combustion starts it proceeds at constant volume. So there is a rapid increase in
pressure, which causes the valve to close rapidly.
o The highly heated products of combustion gases are then allowed to expand in the exhaust
nozzle (Tail pipe) section.

50
 o In the nozzle pressure energy of the gas is converted into kinetic energy. So the gases
coming out from the unit with very high velocity.
o Due to high velocity of gases coming out form the unit, a reaction (or) thrust is produced in
the opposite direction. This thrust propels the air craft.
o Since the combustion process causes the pressure to increases, the engine can operate even at
static condition once it gets started.
o When the combustion products accelerate from the chamber, they have leave a slight
vacuum in the combustion chamber. This, in turn, produces sufficient pressure drop across
the valve grid, allowing the valves to open again and new charge of air enters the combustion
chamber.
Advantages:

Pulse jet engine is very simple device next to ramjet engine.

Less maintenance.
Cost is low
Light weight when compared with turbojet engine.
Unlike the ramjet engine, the pulse jet engine develops thrust at zero speed.
Disadvantages:

High rates of fuel consumption

The maximum flight speed of the pulse jet engine is limited to 750km/h.
Low propulsive efficiency than turbojet engines.
High degree of vibration leads to noise pollution.
Applications:

It is used in subsonic flights, German V-I missiles, Target aircraft missiles, etc..

3. Explain in detail about turbo jet engine

TURBOJET ENGINE

The two air-breathing engines described so far are simple in construction and they have not
been used very extensively. The most common type of air-breathing engine is Turbojet engine.

51
Construction:

The construction of turbojet engine is shown in fig.

It consists of:

 Diffuser
 Rotary compressor
 Combustion chamber
 Turbine and
 Exhaust nozzle
The function of the diffuser is to convert the kinetic energy of the entering air into pressure energy.

The function of the nozzle is to convert the pressure energy of the combustion gases into kinetic
energy.

Working:

o Air from the atmosphere enters into turbojet engine. The air velocity gets reduced and its
static pressure is increased by diffuser.
o Then the air passes through the rotary compressor in which the air is further compressed.
o Then the high pressure air flows into the combustion chamber. In the combustion chamber,
the fuel is injected by suitable injectors and the air-fuel mixture is burnt, heat is supplied at
constant pressure.
o The highly heated products of combustion gases are then enters the turbine and partially
expanded.
o The power produced by the turbine is just sufficient to drive the compressor, fuel pump and
other auxiliaries.
o The hot gases from the turbine are then allowed to expand in the exhaust nozzle section.
52
 o In the nozzle, pressure energy of the gas is converted into kinetic energy. So the gases
coming out from the unit with very high velocity.
o Due to high velocity of gases coming out from the unit, a reaction or thrust is produced in the
opposite direction. This thrust propels the air craft.
o Like ramjet engine, the turbojet engine is a continuous flow engine.
o Because of turbine material limitations, only a limited amount of fuel can be burnt in the
combustion chamber.
Advantages:

Construction is simple
Less wear and tear
Less maintenance cost
It runs smoothly because continuous thrust is produced by continuous combustion of fuel.
The speed of a turbojet is not limited by the propeller and it can attain higher flight speed
than turbo propeller air crafts.
Low grade fuels like kerosene, paraffin, etc., can be used. This reduces the fuel cost.
Reheat is possible to increases the thrust.
Since turbojet engine has a compressor, it can be operated under static conditions.

Disadvantages:

It has low take-off thrust and hence poor starting characteristics.

Fuel consumption is high
Costly materials are used
The fuel economy at low operational speed is extremely poor.
Sudden decreases of speed is difficult
Propulsive efficiency and thrust are lower at lower speeds.

Applications:

 It is best suited for piloted air-crafts, Military aircrafts, etc.

53
4. With neat sketch explain about Turbo prop engine.

TURBO-PROP ENGINE (OR) TURBO-PROPELLER ENGINE

It is very similar to turbojet engine. In this type, the turbine drives the compressor and propeller.

Construction:

The construction of Turbo-Prop Engine is shown in fig.

Diffuser Compressor
Combustion chamber
Turbine
Exhaust nozzle
Reduction gear and
Propeller
The function of diffuser is to convert the kinetic energy of the entering air into pressure energy.
The function of nozzle is to convert the pressure energy of the combustion gases into kinet ic energy.
The angular velocity of the shaft is very high. But the propeller cannot run at higher angular
velocity. So reduction gear box is provided before the power is transmitted to the propeller.
Working:
o Air from the atmosphere enters into turbo prop engine. The air velocity gets reduced and its
static pressure is increased by diffuser.
o Then the air passes through the rotary compressor in which the air is further compressed. So,
the static pressure of the air is further increased.
o Then the high pressure air flows into the combustion chamber. In the combustion chamber,
the fuel is injected by suitable injectors and the air-fuel mixture is burnt. Heat is supplied at
constant pressure.

54
 o The highly heated products of combustion gases are then enters the turbine and partially
(about 80 to 90%) expanded.
o The power produced by the turbine is used to drive the compressor and propeller.
o Propeller is used to increase the flow rate of air which results in better fuel economy.
o The hot gases from the turbine are then allowed to expand in the exhaust nozzle section.
o In the nozzle, pressure energy of the gas is converted into kinetic energy. So the gases
coming out form the unit with very high velocity.
o Due to high velocity of gases coming out from the unit, a reaction (or) thrust is produced in
the opposite direction.
o The total thrust produced in this engine is the sum of the thrust produced by the propeller and
the thrust produced by the nozzle. This total thrust propels the air craft.
Advantages:

High take-off thrust.

Good propeller efficiency at a speed below 800km/hr
Reduced vibration and noise
Better fuel economy
Easy maintenance
It operates over a wide range of speeds due to multi shaft arrangement.
The power output is not limited.
Sudden decrease of speed is possible by thrust reversal.
Disadvantages:

The main disadvantage is, the propeller efficiency is rapidly decreases at high speeds due to
shocks and flow separation.
It requires a reduction gear which increases the cost of the engine.
More space needed than turbojet engine.
Engine construction is more complicated.

5. Explain in detail about turbo fan engine.

TURBOFAN ENGINE
The turbofan engine is a combination of the turbo prop and the turbojet engines combining the

55
advantages of both.

Working:

The construction of turbofan engine is shown in fig.

o Air from the atmosphere enters into turbofan engine, employing a low pressure ducted fan.
o The air after passing through the fan is divided into two streams, namely primary air and
secondary air.
o The primary air flow through the turbofan engine consisting of compressor,
combustion chamber, turbine and exhaust nozzle. Combustion takes place in the combustion
chamber and the thrust is produced in the opposite direction.
o The secondary air (or) by pass air (or) cold air at relatively lower pressure flows
around the turbofan engine and expands in the fan nozzle. Hence thrust is produced.
o The thrust developed by the secondary air is at lower velocity and the thrust developed by
the primary air is at much higher velocity.

o The total thrust produced in this engine is the sum of thrust produced by the primary air
and the secondary air . This total thrust propels the air craft.
o The ratio of the mass flow rates of cold air and the hot air is known as By Pass
Ratio.
Advantages:

Thrust developed is higher than turbojet engine.

56
 Weight per unit thrust is lower than turbo prop engine.
Less noise
High take-off thrust
Disadvantages:

 Increased frontal area

 Fuel consumption is high compared to turbo prop engine.
 Construction is complicated compared to turbojet engine.
 Lower speed limit than turbojet engine
Applications:

The turbo prop engine is best suited for commercial and military air-craft operation due to its high
flexibility of operation and good fuel economy.
6. An aircraft flies at 960kmph. One of its turbojet engines takes in 40kg/s of air and expands
the gases to the ambient pressure. The air-fuel ratio is 50 and the lower calorific value of the
fuel is 43MJ/kg. For maximum thrust power determine a) Jet velocity b)Thrust c) Specific
thrust d)Thrust power e) Propulsive, thermal and overall efficiency f) TSFC [May-2008]

Solution:

U=

For maximum thrust power

Jet velocity

Thrust, F = 11.094kN

Specific Thrust

57
 Thrust power

Propulsive Efficiency

Thermal Efficiency

Overall efficiency

TSFC

7. A ramjet engine propels an aircraft at a Mach number of 1.4 and at an altitude of 6000 m.
The diameter of the inlet diffuser at entry is 40 cm and the calorific valve of the fuel is 43
MJ/kg. The stagnation temperature at the nozzle entry is 1500 K. The properties of the
combustion gases are same as those of air.

i) The efficiency of the ideal cycle.

ii) Flight speed
iii) Air flow rate
iv) Diffuser pressure ratio

58
 v) Fuel air ratio
vi) Nozzle pressure ratio
vii) Nozzle jet Mach number
viii) Propulsive efficiency
ix) Thrust

Assume, diffuser efficiency,

Combustion efficiency,

Nozzle jet efficiency,

Given:

Inlet Mach number, M1 = 1.4

Altitude, z = 6000m

Diameter of the inlet diffuser, d1 = 40 cm = 0.40m

Calorific value of fuel, C.V = 43MJ/kg

= 43

Stagnation temperature at nozzle entry T03 = 1500 K

Diffuser efficiency,

Combustion efficiency,

Nozzle jet efficiency,

Stagnation pressure loss in the combustion chamber = 0.02 p02

Solution:

Efficiency of ideal cycle

Refer gas tables at z = 6000 m [Gas tables, page no. 19]

Ti = 249.15 K

59
 pi = 0.472 bar = 0.472

ai = 316.5 m/s

Mach number at entry, M1 =

M1 =

u = M1 x a1

flight speed,

Area of cross section of the diffuser

A1 =

A1 0.125m2

Air flow rate at the diffuser,

We know that,

Diffuser efficiency,

0.92

Diffuser pressure,

We know that,

Stagnation temperature – Mach number relation

M2

At inlet,

60
 M12

(1.4)2

[ ; Refer Ideal efficiency of ramjet engine]

Combustion efficiency of Ramjet engine is given by

0.97

Mass of fuel, kg/s

Fuel air ratio,

Stagnation pressure loss in the combustion chamber is 0.02

0.02

0.02)

We know that,

Diffuser pressure ratio,

Substituting value,

N/m2

We know that, nozzle pressure ratio,

RON = Roj =

61
Refer isentropic flow table for and

M45 = 1.325 [from gas table page no.32]

Nozzle efficiency,

We know that,

Stagnation temperature, T0 = T+

1500 = 1129.5 +

= 744.70 m/s

Exit velocity c4 = 862.96m/s

Velocity of sound at exit,, a4 =

nozzle jet Mach number, M4 =

we know that,

propulsive efficiency,

62
 Mass flow rate of air-fuel mixture,

Thrust, F = c4 -

Result:

8. The flight speed of a turbojet is 800 km/h at 10,000 m altitude. The density of air at that
altitude is 0.17kg/m3. The drag for the plane is 6.8KN. The propulsive efficiency of the jet is
60%. Calculate the SFC, air-fuel ratio, jet velocity. Assume the calorific value of fuel is 45000
KJ/kg and overall efficiency of the turbojet plane is 18%

Given:

Flight speed, u = 800 km/h

U = 222.22m/s Altitude,

z = 10,000 m Density,

kg/m3

Drag (or) Thrust , F = 6.8kN = 6.8 x 103 N

Propulsive efficiency,

Calorific value of the fuel C.V = 45,000 KJ/kg

Overall efficiency,
63
To find:

i) SFC
ii) Air-fuel ratio
iii) Jet velocity

Solution:

We know that,

Propulsive efficiency,

0.60[Cj + 222.22] = 2

0.60Cj + 133.33 = 444.44

Velocity of jet, Cj = 518.51m/s

Overall efficiency

0.18 =

Thrust, F =

=[ ] Cj -

F = Cj -

6.8

Mass flow rate of air,

Air fuel ratio

64
Thrust specific fuel consumption TFSC

TSFC -N

65
 UNIT-V

SPACE PROPULSION

PART-A

1. Define Rocket propulsion.

If the propulsion unit contains its own oxygen supply for combustion purposes, the system
is known as “Rocket propulsion”.

2. What are the types of rocket engines? (April/may 2008)

Rocket engines are classified in the following manner.

a) On the basis of source of energy employed

i. Chemi cal rocket s,

i i. Solar rocket s

i i i. N u c l e a r r o c k e t s a n d

i v. E l e c t ri c al r o c k e t s

b) On the basis of propellants used

i. Li qui d propel l ant

ii. Sol i d pr op el l ant
i i i . Hybri d propell ant rocket s
3. Compare solid and liquid propellant rockets.

SOLID PROPELLANT LIQUID PROPELLANT

a) Solid fuels and oxidizers are a) Liquid fuels and oxidizers

used in rocket engines are used.

b) Generally stored i n b) Separate oxidizer and fuel

c o m b u s t i o n chamber (both tanks are used for storing
oxidizer and fuel). purposes.

4. Define: Hypergolic propellant. Give some Example.

A hypergolic propellant combination used in a rocket engine is one where the
propellants spontaneously ignite when they come into contact with each other.
The two propellant components usually consist of a fuel and an oxidizer.
The most common hypergolic fuels, hydrazine, monomethylhydrazine and
unsymmetrical dimethylhydrazine, and oxidizer, nitrogen tetroxide.
66
5. What is bio- propellant? Give an example. (April/may 2008)

If the fuel and oxidizer are different from each other in its chemical nature, then the
propellant is called bipropellant.
Example: Liquid oxygen – Gasoline
Hydrogen Peroxide – Hydrazine

6. What are inhibitors?

Inhibitors are used to regulate (or prevent) the burning of propellant at some sections.

7. What is mono-propellants? Give example.

A liquid propellant which contains both the fuel and oxidizer in a single chemical is known
as “mono propellant”. e.g.,

i. Hydrogen peroxide

ii. Hydrazine

iii Nitroglycerine and

iv Nitromethane, etc.

8. Name some oxidizers used in rockets.

A liquid propellant which contains the fuel and oxidizer in separate units is known as
bi-propellant. The commonly used bi-propellant combinations are:

OXIDIZER FUEL
a) Liquid oxygen a) Gasoline

b) Hydrogen peroxide b) Liquid hydrogen

c) Nitrogen tetroxide c) UDMH

9. Name few advantages of liquid propellant rockets over solid propellant rockets.

i. Liquid propellant can be reused or recharged. Hence it is economical.

ii. Increase or decrease of speed is possible when it is in operation.

iii. Storing and transportation is easy as the fuel and oxidizer are kept separately.

iv. Specific impulse is very high.

67
10.Explain chemical rocket propulsion system? [Nov/Dec 2012]

Chemical propulsion is propulsion in which the thrust is provided by the product of a chemical
reaction, usually burning (or oxidizing) a fuel. The heats produced by the chemical reaction
heats up the product, making it expand . As it expands, it gets too big for the reaction
chamber and pushes out the back of the rocket. This provides thrust for the rocket.

PART-B

1. (i) Explain with a help of neat sketch the working of solid and liquid propellant rocket engine.

(NOV/DEC 2012)

SOLID PROPELLANTS

Gas generated in a solid propellant is produced by reaction of reducing and oxidizing agent
in the combustion chamber. The oxidizing agent is usually an inorganic slat or one or more
organic nitro compounds. The reducing agent is usually a polymeric organic binder
compound of carbon hydrogen and sometimes sulphur. The reducing agent imparts
mechanical strength to the propellant.

Construction:

The construction of solid propellant rocket engine is shown in figure:

68
 Solid propellant is the combination of solid fuel ( plastic or resin material) and oxidizer
(Nitrates & per-chlorates)

Solid fuel & oxidizer is homogeneously mixed & packed inside the shell.

A liner is provided between the shell and the propellant. The purpose of the liner is to protect
the shell as high temperature will be generated during combustion process.
Working:

The igniters are located at the top and ignite the spark. So combustion takes place.
When the combustion take place in the combustion chamber , very high pressure and
temperature gases are produced
The highly heated products of combustion gases are then allowed to expand in the nozzle
section.
In the nozzle pressure energy of the gas is converted into kinetic energy. So the gases come
out from the unit with very high velocities.
Due to high velocities of gases coming out from the unit, a force or thrust is produced in
opposite direction. This thrust propels the rocket.
LIQUID PROPELLANT ROCKET ENGINE

Construction

The construction of liquid propellant rocket engine is shown in figure

69
 Liquid fuel(refined petrol, liquid hydrogen, hydrazine etc) and liquid oxygen are used in this
engine

Liquid fuel and liquid oxygen are stored separately in two different tanks

Preheater is used to heat the fuel and oxidizer

Nozzle is used to increase the velocity and decrease the pressure of the gases

Working

Liquid fuel and liquid oxygen are pumped separately into a combustion chamber through
control valves.

Since the liquid fuel and liquid oxygen are stored at very low temperature , they are
preheated in the preheated to a suitable temperature

The preheated fuel-oxidizer mixture is injected into the combustion chamber through suitable
injector and combustion takes place.

When the combustion takes place in the combustion chamber , very high pressure and
temperature gases are produced

The highly heated products of combustion gases are then allowed to expand in nozzle
section.
In the nozzle, pressure energy of the gas is converted into kinetic energy. So the gases
coming out from the unit with the very high velocity.

Due to high velocity of gases coming out from the unit , a force or thrust is produced in the
opposite direction. This thrust propels the rocket.

(ii) What are the properties of liquid propellants? (6 mark)

Propellant should have high calorific value

Its density should be high

It should have low values of vapor pressure and viscosity

It should have higher specific heat and thermal conductivity

Products of combustion should have low molecular weight to produce high jet velocity

70
 It should be non corrosive and non reactive with components of the engine

It should not be poisonous and hazardous

It should be cheap and easily available

Energy released during combustion per unit mass of the propellant combination should be
high

It should be easily ignitable

2. A rocket has the following data Propellant

flow rate = 0.5 Kg/s Nozzle exit
diameter = 10cm Nozzle exit
pressure = 1.02bar Ambient
pressure = 1.013 bar
Thrust chamber pressure = 20 bar
Thrust = 7 KN
Determine: Effective jet velocity, actual jet velocity, specific impulse and specific propellant
consumption. Recalculate the value of thrust and specific impulse for an altitude where
ambient pressure is 10 mbar. [November 2015]
Given data:

m = 0.5 Kg/s

d= 10cm

pc = 1.02 bar

Pa = 1.013 bar

F = 7KN

To find :
(i) Specific impulse, Is
(ii) Effective jet velocity, Cj
(iii) Actual jet velocity, Ce
(iv) Specific propellant consumption (SPC)
(v) F1 and Is1

Formula to be used:
(i) Specific impulse, Is =
(ii) Effective jet velocity. Cj = (F X g) / (wp)
(iii) Ac = Aj = d2
71
 (iv) F = mp Ce + (Pc - Pa) A

Solution:

Specific impulse, Is = =

= 142.71 seconds

Effective jet velocity Cj = (F X g) / (wp)

Cj = (7000 X 9.81) / (5 X 9.81) = 1400m/s

Ac = Aj = d2 = X 102

= 78.54 cm2

F = mp Ce + (Pc - Pa) A

7000 = 5 X Ca + [(1.02 – 1.013) X 105] X [78.54 X 10-4]

Ce= 1398.9 m/s

SPC = 1 / Is

= 1 / 142.71 = 0.007 S-1

b) The change in the ambient pressure to 10 mbar does no alter the nozzle exit pressure velocity and
propellant flow rate thrust due to decrease in ambient pressure increases.

F1 = mp Ce+ (Pc - Pa1) Ae

= 5 X 1398.9 + [(1.02 – 0.01) X 105] X [78.54 X 10-4]

= 7787.754 N

Is1 = (7787.754) / (5 X 9.81)

= 158.77 seconds.

Result:

(i) Specific impulse, Is = 142.71 seconds

(ii) Effective jet velocity, Cj = 1400m/s
(iii) Actual jet velocity, = Ce = 1398.9 m/s
(iv) Specific propellant consumption Spc = 0.007 s-1
(v) F1 = 7787.754N
(vi) Is1 = 158.77 sec

72
3) (i) Explain the working of a turbo-pump feed system used in a liquid propellant rocket.

(APR/MAY-2010)

Turbo pump Feed System

The turbo pump rocket feed system pressurizes the propellant by means of pumps, which in
turn are driven by turbines. The turbines derive their power from the expansion of hot gases.
Turbo pump rocket systems are usually used on high thrust and long duration rocket
units; they are lighter than other types for these applications. Their engine weight is
essentially independent of thrust.

Liquid propellant rocket use liquid propellant that is fed under pressure from tanks into a
thrust chamber. In the thrust chamber the propellant react to form hot gases, which in turn
are accelerated and ejected at a high velocity through a supersonic nozzle, thereby imparting
momentum to the system. A liquid rocket unit usually permits repetitive operation and can
be started and shut-off at will. If the thrust chamber is provided with adequate cooling
capacity, it is possible t run liquid rockets for periods extending one hour, dependent only on
the propellant supply. A liquid propellant rocket system, is however, relatively complicated;
it requires several precision valves and a complex feed mechanism which often includes
propellant pumps, turbines or a propellant pressurising device, and a relatively intricate
combustion or thrust chamber.

One of the simplest and most common means of pressurising the propellant is to force them
out of their respective tanks by displacing them with high pressure gas. The gas is fed into
the propellant tanks at a controlled pressure, thereby giving a controlled propellant
discharge.

For low thrust and/or short duration, such as for space vehicles or anti-aircraft rockets, a feed
73
 system of this type is preferred. The rocket engines with pressurised feed system can be very
reliable because of their simplicity.

A simple pressurised feed system consists essentially of a high pressure gas tank, a gas shut -
off and starting valve, a pressure regulator, propellant tanks, propellant valves and feed lines.
Additional components such as filling and draining provisions, check valves and filters are
also often incorporated.

After all tanks are filled, the high-pressure air valve is remotely actuated and admits air
through the pressure regulator at a constant pressure to the propellant tanks. The purpose of
the check valves is to prevent mixing of the oxidiser with the fuel when the unit is not in the
upright position. The propellant are fed to the thrust chamber by opening valves.

When the propellant are completely consumed, the pressuring air serves also as a scavenging
agent and cleans lines and valves of liquid propellant residue.

(ii) Describe the important properties of solid propellants desired for rocket propulsion. (8)

Properties of solid propellants:

Should release large amount of heat during combustion

Physical & chemical properties should not change during processing.
It should have high density
Should not be poisonous and hazardous
Should be cheap and easily available
Should be non-corrosive and non-reactive with the components of the engine.
Storage and handling should be easy.

4. A rocket nozzle has a throat area of 18cm2 and combustor pressure of 25bar. If the specific
impulse is 127.42sec and the rate of flow of propellant is 44.145N/s, determine the thrust
coefficient, propellant weight flow coefficient, specific propellant consumption and
characteristic velocity.

Given data:-
Throat area A = 18cm2= 18x10-4 m2

Combustion pressure P0 = 25bar = 25x105 N/m2

Propellant flow rate Wp = 44.145 N/s

Specific Impulse Isp = 127.42 sec

74
To Find:-

(i) Thrust Coefficient, CF

(ii) Propellant weight flow coefficient,
Cw (iii) Specific propellant consumption,
S pc (iv) Characteristic Velocity, C*

Solution:-

We know that,

Specific Impulse Isp = F/ Wp

F = Isp x Wp

= 127.42 x 44.145

Thrust F = 5624.95N
(i) Thrust Coefficient CF = F/ P0A*
= 5624.95/ (25x105x18x10-4)
CF = 1.25
(ii) Propellant weight flow coefficient Cw=Wp / PoA*
= 44.145/(25x105x18x10-4)
Cw = 9.81x10 -3
(iii) Specific propellant consumption Spc
= Wp/F
= 44.145/5624.95
Spc = 7.84x10 -3s-1

We know that, Thrust F = mp x Cj

= (Wp/g) x Cj
5624.95 = (44.145/9.81) x Cj
Effective jet velocity Cj = 1249.98 m/s

(iv) Characteristic Velocity C*= C j/CF

= (1249.98/1.25)
C*= 1000 m/s

Result :

(i) Thrust Coefficient CF = 1.25

(ii) Propellant weight flow coefficient Cw = 9.81x10-3

75
 (iii) Specific propellant consumption S pc = 7.84x10 -3s-1
(iv) Characteristic Velocity, C* = 1000 m/s

5. Explain the rocket turbo pump feed system, ignition system and combustion system.

Tubo Pump Feed System

There are two methods to send the propellant from the tank to an engine combustion
chamber. One is performed using gas pressurization (gas pressurization type) and the other is
performed using pumps (pump type).
If we are going to obtain both high performance and a large thrust by the gas pressurization
system, the large scale tank which bears pressurization pressure will be heavily thick and the
rocket will be very powerless.
A pump solves this problem, because the pump can inhale the propellant of low pressure,
raises its pressure irrespective of the amount of flow and sends to the combustion chamber.
Generally, the pump is driven by a gas turbine. This combination is called a turbo pump
However, the save of weight of a rocket can be attained only by the use of a light weight
turbo pump.

Ignition System

With liquid and hybrid rockets, immediate ignition of the propellant(s) as they first enter the
combustion chamber is essential.
With liquid propellants (but not gaseous), failure to ignite within milliseconds usually causes
too much liquid propellant to be inside the chamber,
Ignition can be achieved by a number of different methods; a pyrotechnic charge can be
used, a plasma torch can be used, or electric spark plugs may be employed. Some
fuel/oxidizer combinations ignite on contact (hypergolic), and non-hypergolic fuels can be
"chemically ignited" by priming the fuel lines with hypergolic propellants (popular in
Russian engines).
76
 Gaseous propellants generally will not cause hard starts, with rockets the total injector area is
less than the throat thus the chamber pressure tends to ambient prior to ignition and high
pressures cannot form even if the entire chamber is full of flammable gas at ignition.
Solid propellants are usually ignited with one-shot pyrotechnic devices.
Once ignited, rocket chambers are self-sustaining and igniters are not needed. Indeed
chambers often spontaneously reignite if they are restarted after being shut down for a few
seconds. However, when cooled, many rockets cannot be restarted without at least minor
maintenance, such as replacement of the pyrotechnic igniter.

• Large solid motors typically use a three-stage ignition system

– Initiator: Pyrotechnic element that converts electrical impulse into a chemical

reaction (primer)
– Booster charge
– Main charge: A charge (usually a small solid motor) that ignites the propellant grain.
Burns for tenths of a second with a mass flow about 1/10 of the initial propellant
grain mass flow.

Combustion System

Burning a fuel is called combustion,

Combustion chamber is high pressure tank containing propellant charge

Liquid Combustion Chamber

All liquid rocket engines have tanks and pipes to store and transfer propellant, an injector
system, a combustion chamber which is very typically cylindrical, and one (sometimes two

77
 or more) rocket nozzles. Liquid systems enable higher specific impulse than solids and
hybrid rocket engines and can provide very high tankage efficiency.

Material Properties for the combustion chamber

● Working Temperature
● Strength at High Temperature
● Oxidation Resistance
● Machinability/Weldability
● Corrosion Resistance
● Thermal Conductivity

78
ANNA UNIVERSITY PREVIOUS YEAR QUESTION PAPERS

79
 PART B - (5 x 16 = 80 marks)

11. (a) (i) Air flows down a variable area duct. Measurements' indicate that the
temperature is 278 I{ and the velocity is 150 m/a at a certain section
of the duct. Measurements at a second section indicate that the
temperature has decreased to 253 IL Assuming that the flow is
adiabatic an'd one dimensional, find the velocity at this second
section. (6)
(ii) Typical cruising speeds and altitudes for three commercial aircraft are:
Dash 8: Cruising speed- 500 km/hr at an altitude of 4500111. Boeing
747: Cruising speed: 978 kin/hr at, an altitude of 9500 m
Find the Mach number of the aircraft when flying at these cruise
conditions. (10)
Or

(b) Air flows through a nozzle which has inlet areas of 0.001 1112. If the air
has a velocity of 80 m/s, a temperature of 301 I{ and a pressure of
700 kPa at the inlet section and a pressure of 250 kpa at the exit, find the
mass flow rate through the nozzle and assuming one-dimensional
isentropic flow, the velocity at the exit section of the nozzle. (16)
12. (a) Air flews out of a pipe with a diameter of 0.3 m at a rate of 1000 m3/ min at a
pressure and temperature of 150 kPa and 293 I{ respectively. If the pipe is
50m long, find assuming that f = 0.005, the Mach number at the exit, the
inlet pressure and the inlet temperature. (16)
Or
(b) The condition of a gas in a combustor at entry is: p1 = 0.343 bar,
.r1 = 310 I{, c1 = 60 ,n/sec. Determine the Mach number, pressure,
temperature and velocity "at the exit if the increase in stagnation
enthalpy of the gas between entry and exit is ll'i2.5 kJ/kg. Take
c, = l.005 kJ/kg K. r = 1.4. (16)

13. (a) A normal shock occurs in the diverging section of a convergent - divergent
air nozzle. The throat area is 1/3 times exit area and the static pressure
at exit is 0.4 times the stagnation pressure at the entry. 'l'he flow is
throughout isentropic except through the shock. Determine:

(i) Mach numbers M, and M,

(ii) The static pressure and

(iii) The area of cross section of the nozzle at the section of nozzle where
the normal shock occurs. (16)
Or

2 51648
 Question Paper Code 41047

B.E./B.Tech. DEGREE EXAM!NATJON, NOVEMBER/DECEMBER 2013.

Sixth Semester
Mechanical Engineering
080120037 - GAS DYNAMICS AND JET PROPULSION
(Regulation 2008)
Time: Three hours Maximum : 100 marks
(Use of Gas Tables is permitted)

Answer ALL questions.

PART A- (10 x 2 = 20 marks)

1. Name the different regions of compressible fluid flow.

2. Define zone of action and zone of silence.

3. Differentiate between adiabatic flow and diabatic flow.

4. What is chocked flow through a nozzle?

5. What are the assumptions made for Rayleigh flow?

6. Give the fanno flow in h - s diagram show various Mach number regions and
write the fanno flow equation.

7. Define compression and rarefaction shocks? Is the latter possible.

8. What are the assumptions made for oblique shock wave?

9. Define specific impulse.

10. What is scram jet?

PART B - (5 x 16 = 80 marks)

11. (a) Air (r= 1.4, R = 287 J/kg K) enters a straight axis symmetric duct at
300K, 3.45 bar and 150 mis and leaves it at 277K, 2.058 bar and 260 mis.
The area of cross section at entry is 500 cm 2. Assuming adiabatic flow
determine (i) Stagnation temperature (ii) Maximum velocity (iii) Mass
flow rate (iv) Area of cross section at exit. (16)

Or
15. (a) Explain with neat sketches the principle of operation of (i) Turbofan
engine (ii) Turbojet engine. (16)

Or
(b) An aircraft takes 45kg/s of air from the atmosphere and flies at a speed of
950 kmph. The air fuel ratio is 50 and the calorific value of the fuel is
42 MJ/kg. For maximum thrust power, find:(i) Jet velocity (ii) Thrust
(iii) Specific thrust (iv) Thrust power (v) Propulsive efficiency
(vi) Thermal efficiency (vii) Overall efficiency (viii) Thrust specific fuel
consumption. (16)

3 41047
 Question Paper Code: 31047

B.E./B.Tech. DEGREE EXAMINATION, MAY/JUNE 2013.

Sixth Semester

Mechanical Engineering

080120037 - GAS DYNAMICS AND JET PROPULSION

(Regulation 2008)
Time : Three hours Maximum : 100 marks
(Use of approved gas tables permitted)

Answer ALL questions.

PART A - (10 x 2; 20 marks)

I. Write the energy equation in differential form.

2. Draw the mach cone and indicate various zones.

3. Draw the p/pO along the length of a convergent divergent device when it
functions as nozzle.

4. Define impulse function and its significance.

5. Differentiate between Fanno and Rayleigh flow.

6. For constant area Fanno flow how limiting length for the pipe is determined?.

7. How the properties changes across the normal shock?

8. Give the expression for PY/ P" in terms of mach number across normal shock.

9. Define thrust and propulsive efficiency of a jet propulsion system.

10. What is monopropellant? Give examples.

 PART B - (5 x 16; 80 marks)

11. (a) (i) An air jet at 400K has Sonic velocity. Determine (12)
(1) velocity of sound at 400K
(2) velocity of sound at stagnation condition
(3) maximum velocity of jet
(4) stagnation enthalpy and
(5) crocco number
(ii) Explain what is meant by stagnation properties of fluid and
supersonic flow. (4)
Or
(b) What is the effect of mach number on compressibility? Derive the
relation between pressure coefficient and mach number. (16)

12. (a) (i) A gas is isentropically expanded from 10 bar, 525°C in a nozzle
to a pressure of 7.0 bar. If the rate of flow of gas is 1.5
kg/sec.Determine (12)
(1) pressure velocity and temperature at the nozzle throat
and exit
(2) maximum possible velocity attainable by the gas and
(3) type of nozzle and its throat area.
Taker; 1.5 and R; 0.464 kJ/KgK.
(ii) Distinguish between the nozzle and diffusers. (4)
Or
(b) (1) Starting from adiabatic energy equation derive the following for a
one· dimensional isentropic flow in an axisymmetric (12
duct., )
dAJA;[(dpl;x:2)(1-M2)]
(ii) Explain the chocking condition with example. ( 4)

13. (a) Air is flowing in an insulated duct with friction coefficient f=

0.002. At inlet, velocity of air is 130 mis, pressure is 250 kPa, and
temperature is
400 K. Determine the following: (16)
(i) Length of the pipe required so a lo give 20% drop in
stagnation pressure.
(ii) Properties of air at a section 3.5 m Irom inlet, and
(iii) Maxi�um pipe length.
Or

2 31047
 Question Paper Code: 21046

B.E./B.Tech. DEGREE EXAMINATION, NOVEMBERJDECEMBER 2012.

Fifth Semester

Mechanical Engineering

080120037 -GAS DYNAMICS AND JET PROPULSION

(Regulation 2008)

Time : Three hours Maximum : 100 murks

(Use of approved gas tables permitted)

Answer ALL questions. PART

A- (10 x 2 = 20 marks)

1. Define stagnation state.

2. Write the energy equation in differential form.

3. Represent the diffuser process in h-s diagram.

4. When will divergent passage act as nozzle?

5. Define Fanno flow.

6. Give examples for Rayleigh flow.

7. What is the range of Mach number down stream and upstream of normal .
shock?

8. Define oblique shock.

9. Write down the principle of jet engine.

10. What is mono-propellants? Give an example.

 PART B- (5 x 16 = 80 marks)

11. (a) Derive the energy equation. (16)

a2 c2 c2 a2 a·2 r+l
-- + - = !!!!!._ = _o_ = - -- .
r-1 2 2 r-1 2 r-1

Or

(b) (i) An air jet at 400 K has sonic velocity. Determine (1) velocity
of sound at 400 K, (2) velocity of sound at stagnation
condition (3) maximum velocity of jet (4) stagnation enthalpy and
(5) crocco number. (12)

(ii) Write short notes on effect of mach number on compressibility. (4)

12. (a) Derive an expression for mass flow rate through varying cross sectional
area for isentropic flow in terms of pressure ratio. (16)

Or
(b) A supersonic wind tunnel is designed for M = 2 with a throat section
890 cm2• The air at 1.2 bar and 25°C is supplied with negligible velocity.
Find the mass Ilow rate, the area of test section and the fluid property at
the throat and test section. (16)

13. (a) Adiabatic Ilow of air takes place in a constant area duct. Because of
friction, the Mach number increases from 0.3 to 0. 7. The initial
temperature of air is 400 Kand the pressure is 20 bar. Determine (i) the
final pressure (ii) the final temperature (iii) the ratio of density and
(iv) mass flow per unit cross section. (16)

Or

(b) (i) What are the effects of heat addition and removal from a gas during
Rayleigh flow? (6)

(ii) Prove that in a Rayleigh line at maximum entropy point Mach

number is unity. (10)

14. (a) Starting from energy equation derive Prandtl-Mayer equation. (16)

Or
(b) Estimate the Mach number, pressure, temperature and velocity of a gas
at the downstream of a shock if the gas at the upstream of the shock has
a pressure of 2 bar at 275 I{. The upstream Mach number is 1.8. The
specific heat ratio for gas is 1.3 while R is 469 J/kgK (16)

2 21046
15. (a) (i} With T-S ctiagram, explain the working of a turbo-jet system. (10)

(ii) Give the differences with merits and demerits of turbo-prop and
turbo-Jct engine. (6)

Or

(b) (i) Explain with the help of neat sketch the working of solid and liquid
propellant rocket engine. (10)

(ii) What are the properties of liquid propellants? (6)

 Question Paper Code 13059

B.E./B.Tech. DEGREE EXAMINATION, MAY/JUNE 2012.

Stxth Semester

Mechanical Engineering

080120037 - GAS DYNAMICS AND JET PROPULSION

(Regulation 2008)

Time : Three hours Maximum : 100 marks

Use of Gas Tables is permitted.

Answer ALL questions.

PART A - (1O x 2 = 20 marks)

1. Define Mach number.

2. Express the stagnation enthalpy in terms of static enthalpy and velocity of

flow.

a. Differentiate nozzle and diffuser.

4. Draw the variation of Mach number along the length of a convergent divergent
duct when it act as a

(a) Nozzle

(b) Diffuser.

5. What are the assumptions made for Rayleigh flow?

6. Explain the difference between Fanno flow and isothermal flow.

7. What is oblique shock?

8. Define strength of shock.

9. What is thrust augmentation?

10. Define propulsive efficiency.