Propulsion Options For Group Design Aircraft

Aero Group Design Project
Aircraft Propulsion
Aero Group Design – Dr. K.J. Hart - UH

Lecture Contents
• Where do engine thrust requirements originate?
• Factors affecting choice of engine type, number & location
• How is engine performance data presented?
• What approximate size of engine will be needed?
• Engine data
• Basic take-off and cruise thrust/power - Effects of :
– Forward speed
– AIT
– altitude
– Ratings
• Activity Flow Chart!

Thrust Needed for Flight
Aircraft Require Thrust
• To provide runway acceleration

to a speed at which:
lift generated > aircraft weight
• To sustain aircraft in level flight

against drag forces resulting from
its motion through the air.

Need for Thrust - Take-Off
Lift > Weight at take-off speed
V2 = u2 +2as
Acceleration = (take-off speed)2 u = 0
2 x available take off distance a = v2/2s
Thrust required = (aircraft MTOW x acceleration)

+ rolling resistance + aerodynamic drag
Lift
Thrust Aero
R-R
Drag
Rolling resistance
Weight

Take-Off Thrust Required
Consider:
• Aerodynamic lift required
• Take-off speed
• Aerodynamic drag
• Ground friction
• Length of runway
• Runway altitude
• Engine thrust vs aircraft speed

Need for Thrust - Cruise
Thrust = Aerodynamic drag
+ margin for climb capability
At all cruise altitudes, ambient temperatures & cruising speeds
Lift
Thrust Aero
R-R
Drag
Weight

Number, Size & Position of Engines
• Take-off thrust required

• Cruise thrust required
• Engine failure case
• Engine availability
• Weight
• Structural loads
• C of G
• Cost of engine & fuel

Multiple Engine Location
For 2 or more engines
Options for their location with many factors to be considered:-
• Sufficient ground clearance - especially propeller driven aircraft
• Minimising effect of an engine failure on control of aircraft
• Ensuring clean, non-turbulent, supply of air to engine intake
• Effect of engine weight & thrust on aircraft structure & C of G
• Cabin noise
• Ease of maintenance
• Effect of an uncontained engine failure
• Minimising aerodynamic drag for high speed fighter aircraft
• Vulnerability to battle damage

Engine Performance Data
Turbofan Turboprop
Thrust Power
Net Propulsive Thrust SHP = Actual shaft power delivered
(Exhaust thrust - Inlet drag) ESHP = Equivalent output shaft power
(including exhaust thrust)
Units: lb thrust or kN Units: kW or Horsepower
1 kN = 224.8lbf 1 lbf = 4.44822N 1 kW = 1.341 HP 1 HP = 0.7457 kW
Fuel Burn Fuel Burn
Units: lb/hr or kg/hr Units: lb/hr or kg/hr
SFC (Specific Fuel Consumption) SFC (Specific Fuel Consumption)
Units: lb/hr/lbf or kg/N/hr Units: lb/ESHP/hr or kg/kW/h
lbs of fuel used per hour per lb of lbs of fuel used per hour per HP of
engine thrust engine power
1 lb/hr/lbf = 0.10197 kg/N/hr 1 lb/ESHP/hr = 0.60828 kg/kW/h

Aircraft Total Take-Off Thrust vs MTOW
Approximate Total Take-Off Thrust vs MTOW
350000
Total Max. Take-Off Thrust (lbf)
300000
250000
200000
150000
100000
50000
0
0 100 200 300 400 500 600 700
MTOW (tonne)

Maximum Engine Thrust vs Pax

Maximum Engine Thrust vs MTOW
Engine Max. Take-Off Thrust vs MTOW
120000
2 engines
Engine Max. Take-Off Thrust (lbf)
3 engines
100000
4 engines
80000
60000
40000
20000
0
0 100 200 300 400 500 600 700
MTOW (tonne)

Turbofan Powered Aircraft Weight & Thrust
Pax Range MTOW Total Cruise
Turbofan (1-cl) (nm) (tonne) thrust sfc
Powered Aircraft Engines
(lbf) (1 option shown) lb/hr/lbf
Avro RJ-70 94 1230 43.1 28000 4 LF507 0.73
Avro RJ-85 112 960 44 28000 4 LF507 0.73
Fokker F-100 122 1460 45.8 27700 2 RR Tay 620 0.692
Avro RJ-100 128 980 46 28000 4 LF507 0.73
Embraer 195LR 108 1800 50.8 37000 2 GE CF34-10E 0.629
Boeing 717 117 2060 54.9 42000 2 BR715 0.621
Yakolev Yak-42 120 1025 57 ~ 50000 3 Ivchenko D-36 0.636
Boeing 737-500 132 2375 60.6 47000 2 CFM56-3C 0.661
Boeing 737-300 149 2255 62.8 47000 2 CFM56-3C 0.661
Boeing 737-700 149 2255 62.8 45400 2 CFM56-3C 0.625
Airbus A318 129 2800 66 47600 2 PW6124 0.656
‘Boeing’ MD81 172 1543 67.8 40000 2 JT8D-200 0.747
‘Boeing’ MD87 139 2852 67.8 40000 2 JT8D-200 0.747
Boeing 737-400 168 2060 68 47000 2 CFM56-3C 0.661
Airbus A319 145 3700 75.5 48960 2 V2522-A5 0.586
Airbus A320 180 3000 77 49600 2 V2527-A5 0.586
Boeing 737-800 189 2930 79 52600 2 CFM56-3C 0.625
Airbus A321 220 2250 85 63200 2 V2533-A5 0.586
Tupolev TU-214 210 3374 110.7 70550 2 Perm PS-90A 0.617
Boeing 757-200 228 3900 115.7 86200 2 RB211-535E4 0.617
Ilyushin IL62 186 4840 162 4 Kuznetsov NK84
Boeing 787-3 ~330 3400 163.7 106400 2 RR Trent 1000E 0.493
Aircraft Total Take-Off Thrust vs MTOW
Approximate Total Take-Off Thrust vs MTOW
250000
Total Max. Take-Off Thrust (lbf)
225000
200000
175000
150000
125000
100000
75000
50000
25000
0
0 50 100 150 200 250 300
MTOW (tonne)

Engine Options
• High Bypass Turbofans
– Good sfc
– High lapse rate with forward speed
• CFM56 (20000 – 35000) lbf
• V2500 (22000 – 33000) lbf
• PW6000 23000 lbf
• BR715 (18000 – 21000) lbf
• GE CF34-10 18500 lbf
• Turboprops
– Improved fuel burn compared to turbofan
– Limited aircraft forward speed
– Image – Noise
• AE2100 (3600 – 4600) HP
• PW150A 5071 HP
• TP400-D6 11000 HP
• Propfans
– Improved fuel burn compared to turbofan
– Novel – Noise
Engine Size
Approximate High BPR Turbofans Weight vs Thrust
20000
18000
16000
14000
Weight lb
12000
10000
8000
6000
4000
2000
0
0 20000 40000 60000 80000 100000 120000
Thrust lbf
Approximate High BPR Turbofans Diameter vs Thrust Approximate High BPR Turbofans Length vs Thrust
160 300
140 250
120
200
Length in
Diameter
100
80 150
60
100
40
20 50
0 0
0 20000 40000 60000 80000 100000 120000 0 20000 40000 60000 80000 100000 120000
Thrust lbf Thrust lbf

Operational Effects on Thrust & Fuel Burn
• Thrust & fuel burn depend on mass flow of air through engine
• Mass flow of air through engine depends on:
– Forward speed of aircraft
– Ambient pressure & temperature
– Altitude

Effects of Forward Speed on Engine Thrust
Momentum Thrust = m (Cexhaust - Ca)
Thrust ∝ (Cexhaust - Ca)

• For constant Cj,
thrust reduces as Ca increases
Thrust ∝ m
• As Ca increases,
– Ram pressure rise increases
– ρ increases
– mair increases
– Thrust increases
Effects of Forward Speed on Fuel Burn
• Thrust reduces as speed increases
• Air density increases as speed increases

due to ram effect
• Air mass flow increases as speed increases
• Fuel flow increases as speed increases
• SFC deteriorates as speed increases

Effect of Ambient Temperature on
Engine Thrust & Fuel Burn
Ambient Air Temperature Ambient Air Temperature
Decreases Increases
• ρair increases • ρair decreases
• mair increases • mair decreases
• Thrust or power increases • Thrust or power decreases
• Compressor work at same ω • Compressor work at same ω

increases decreases
• mfuel increases • mfuel decreases
Control action needed on amount of fuel injected into combustion chamber

to prevent excessive rotational speeds and gas/component temperatures

Effect of Altitude on Engine Performance
Up to 36000 ft Above 36000 ft
• Ambient air pressure reduces • Ambient air pressure reduces
(ρ, mair , thrust reduce) (ρ, mair , thrust reduce)
• Ambient air temperature reduces • Ambient air temperature constant
(ρ, mair , thrust increase) (ρ, mair , thrust constant)
T ‘lapse rate’ < P ‘lapse rate’
Net thrust DECREASES with altitude Net thrust DECREASES at a faster rate

Runway Altitude
• Engine available thrust varies with altitude of ‘runway’
• Aircraft weight does not vary with altitude of ‘runway’
• Some typical airport elevations (feet above sea-level):-
• London Heathrow (80)
• Madrid (1998)
• Teheran (Iran) (3949)
• Johannesburg (SA) (5557) A340-600 in La Paz (Bolivia)
• Mexico City (7341) (airport altitude = 13354 feet)
• Quito (Ecuador) (9228)
• La Paz (Bolivia) (13354)

Engine Rating Structure
Take-Off Rating
• Maximum power available
• Used only during take-off operation
• Generally limited to a maximum of 5 minutes duration.
Maximum Continuous Rating
• No time limit
• Used during unusual situations at discretion of pilot
• (eg single engine cruise for a twin engine aircraft)
Maximum Climb Thrust
• May be time limited (typically 30 minutes)
• Used for normal climb to cruise altitude or when changing altitudes
• Rating is sometimes same as Maximum Continuous
Maximum Cruise Thrust
• Used for any time period during normal cruise at discretion of pilot
• Lower cruise power used where possible to conserve fuel & engine life
Idle Speed
• Not actually a power rating
• Lowest usable thrust setting for either ground or flight operation
Generic (KTF) High BPR Turbofan Engines
Engine Datum Diameter Length Weight
Take-off thrust (lbf) in in lb
KTF10 10000 43.7 73.7 1933
KTF15 15000 50.8 86.8 2812
Graph 1 for altitude & Mach No. effects

KTF20 20000 57.4 97.5 3673
KTF25 25000 63.8 106.6 4524
KTF30 30000 69.8 114.8 5368
KTF35 35000 75.5 122.1 6209
KTF40 40000 80.8 128.9 7048
KTF45 45000 85.8 135.1 7885
KTF50 50000 90.5 141.0 8723
KTF55 55000 94.8 146.5 9514
KTF60 60000 98.8 151.7 10299
KTF65 65000 102.4 156.7 11078
KTF70 70000 105.8 161.4 11851
KTF75 75000 108.7 166.0 12620
KTF80 80000 111 170.4 13384
KTF85 85000 113 175 14500
KTF90 90000 115 179 15000
KTF95 95000 117 183 15730
KTF100 100000 120 187 16482

Take-Off Thrust Variation with
Altitude, AIT & Forward Speed
100
Thrust/Thrust at Sea-level ISA static
95
90
85
80 Sea-level ISA
Sea-level ISA+20
75 ISA 2000ft
ISA 4000ft
70
ISA 6000ft
65
60
0 0.1 0.2 0.3
Mach No. Graph 1
Engine Datum Take-off Take-off sfc (lb/hr/lbf)
thrust (lbf)
KTF07 7500 Graph 2
KTF10 10000
KTF15 15000
KTF20 20000
KTF25 25000 Variation in Take-off sfc with Mach No.
KTF30 30000
KTF35 35000 0.5
KTF40 40000 0.48
KTF45 45000 0.46
sfc (lb/hr/lbf)
KTF50 50000 0.44
0.42
KTF55 55000
0.4
KTF60 60000 0.38
KTF65 65000 0.36
KTF70 70000 0.34
KTF75 75000 0.32
KTF80 80000 0.3
KTF85 85000 0 0.05 0.1 0.15 0.2 0.25 0.3
KTF90 90000 Mach No.
KTF95 95000
KTF100 100000

Engine Datum Take-off thrust (lbf) Climb & Cruise Thrust (lbf)
KTF07 7500 Graph 3

KTF10 10000
KTF15 15000
KTF20 20000 Min 50%
KTF25 25000 cruise ≅ max
KTF30 30000 thrust cruise
KTF35 35000 thrust
KTF40 40000
KTF45 45000
KTF50 50000
KTF55 55000
KTF60 60000
KTF65 65000
KTF70 70000
KTF75 75000
KTF80 80000
KTF85 85000
KTF90 90000
KTF95 95000
KTF100 100000

Variation in Max. Climb/Max Cruise Thrust
with Altitude & Mach No.
65
Assumes
(%
60 ISA AIT.
55 Hot day thrust
ISA-SLS Take-Off Thrust
50 would be
lower
Thrust
45
40 Sea-Level
35 10000ft
30 20000ft
25 30000ft
20 35000ft
15 40000ft
10
0.3 0.35 0.4 0.45 0.5 0.55 0.6 0.65 0.7 0.75 0.8 0.85 0.9
Mach No. Graph 3
Engine Datum Take-off thrust (lbf) Altitude Cruise sfc (lb/hr/lbf)
KTF07 7500 Graph 4
KTF10 10000
KTF15 15000
KTF20 20000
KTF25 25000
KTF30 30000
KTF35 35000
KTF40 40000
KTF45 45000
KTF50 50000
KTF55 55000
KTF60 60000
KTF65 65000
KTF70 70000
KTF75 75000
KTF80 80000
KTF85 85000
KTF90 90000
KTF95 95000
KTF100 100000

Variation in Max. Climb/Max. Cruise sfc
with Altitude & Mach No.
0.7
Sea-Level
0.65
10000ft
0.6
20000ft
sfc (lb/hr/lbf)
0.55
30000ft
0.5
0.45
0.4
Graph 4
0.35
0.3
0.3 0.35 0.4 0.45 0.5 0.55 0.6 0.65 0.7 0.75 0.8 0.85 0.9
Mach No.
Data typical of engines in service in 2000. Assume 10% improvement for 2015
Flight Idle (Descent)
• Thrust ~ 4% max.take-off thrust
• Fuel burn ~ 4% max.take-off fuel burn

Propeller Powerplant
• Relatively few new engines available
• KTP family of engines available (See manufacturer for details)
• Propeller selection & performance analysis required

Turboprop Powered Aircraft Weight & Power
Turboprop Powered Pax Range MTOW Total Engines Cruise

Aircraft (nm) (tonne) power (1 option shown) sfc
(ESHP) lb/hr/hp
ATR-72 68 890 22.5 5500 2 PW127 ~0.473
Saab 2000 58 1549 22.8 8304 2 RR AE2100A 0.424
Bombardier DHC-8 70 1546 29.3 10142 2 PW150A 0.43
Alenia C-27 Spartan 31.8 9274 2 RR AE2100D2 0.400
C130-J Hercules 79.5 18548 4 RR AE2100D3 0.400
A400M 130.1 44000+ 4 TP400-D6 0.350

Generic (KTP) Turboprop Engines
Engine Datum Diameter Length Weight
Assume no forward speed effect on engine power

Take-off in in lb
power
Use Graph 1P for altitude & AIT effects

(HP)
KTP1 1000 21.6 87.1 480
KTP2 2000 26.7 93.2 866
KTP3 3000 30.2 96.9 1223
KTP4 4000 33.0 99.7 1562
KTP5 5000 35.3 101.9 1889
KTP6 6000 37.3 103.7 2206
KTP7 7000 39.1 105.3 2516
KTP8 8000 40.7 106.7 2819
KTP9 9000 42.2 107.9 3116
KTP10 10000 43.6 109.0 3408
KTP11 11000 44.9 110.1 3696
KTP12 12000 46.1 111.0 3981
KTP13 13000 47.2 111.9 4261
KTP14 14000 48.3 112.7 4539

Take-Off Power Variation with Altitude & AIT
Take Off Power Variation with Altitude & AIT
100
Power/Power at Sea-level ISA static
95
90
85 Take-off power
ISA
80 Take-off power
ISA+20
75
70
0 1000 2000 3000 4000 5000 6000
Altitude (feet)
Graph 1P
KTP Turboprop Engine sfc at Take-Off
• Assume constant value of 0.480 lb/hr/HP at all altitudes & AIT

Generic (KTP) Turboprop Engines
Engine Datum Take-off power (HP) Climb & Cruise Power
KTP1 1000 Graph 3P

KTP2 2000
KTP3 3000 Min 50% max
KTP4 4000 cruise ≅ cruise
power power
KTP5 5000
KTP6 6000
KTP7 7000
KTP8 8000
KTP9 9000
KTP10 10000
KTP11 11000
KTP12 12000
KTP13 13000
KTP14 14000

Variation in Max. Cruise Power with Altitude
& Forward Speed
Assumes ISA AIT.
100
Power/ISA-SLS Take-off Power %
Hot day power would be lower

90
80 5000 ft
70 10000 ft
60 15000 ft
50 20000 ft
25000 ft
40
30000ft
30
20
10
0
0 50 100 150 200 250 300 350
Forward Speed (knots)
Graph 3P
Variation in Cruise sfc with Altitude &
Forward Speed
Variation in Cruise sfc with Altitude & Forward Speed

0.56
0.54
0.52
0.5
sfc (lb/hr/HP)
0.48 Max cruise sfc 5000ft

Max cruise sfc15000ft
0.44
Max cruise sfc20000ft
0.42
Max cruise sfc 25000ft
0.38
0.36
0 50 100 150 200 250 300 350 400
Foward Speed (knots) Graph 4P

Propeller Thrust vs Power Relationship
Thrust = Engine power X ηprop
Aircraft forward speed
• Assume variable pitch propeller
• Typical max efficiency values for modern propellers = 80%
• Need to calculate propeller performance throughout flight envelope
• Static take-off thrust?
• ESDU 83001 Approximate Parametric Methods for Propeller Thrust

Propfans
• Higher bypass ratios = improved efficiency
• UHB ducted & unducted fan concept engines
– Demonstrated by GE on MD80
• Major problem
– noise from supersonic tips of fan blades
Assume possible 20% improvement in fuel

efficiency compared to year 2000 turbofans
Engine Selection Flow Chart
Basic aircraft drag calculations Select an engine
• Estimate aircraft weight slightly more
• Check thrust required powerful than
– For take-off at max.weight you think you
– For cruise at max. altitude need
Celebrate
• Detailed aircraft drag calcs

• Detailed engine thrust calcs
• Take-off distance
Yes • AIT/altitude envelope
• OEI
• Climb rate
No Iterate • Fuel load
Are your engines
• Range
suitable for aircraft?
• Overall Weight

Propulsion Options For Group Design Aircraft

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Aero Group Design Project

Aero Group Design – Dr. K.J. Hart - UH

Aero Group Design – Dr. K.J. Hart - UH

• To provide runway acceleration

• To sustain aircraft in level flight

Aero Group Design – Dr. K.J. Hart - UH

Thrust required = (aircraft MTOW x acceleration)

Aero Group Design – Dr. K.J. Hart - UH

Aero Group Design – Dr. K.J. Hart - UH

Aero Group Design – Dr. K.J. Hart - UH

• Take-off thrust required

Aero Group Design – Dr. K.J. Hart - UH

Aero Group Design – Dr. K.J. Hart - UH

1 lb/hr/lbf = 0.10197 kg/N/hr 1 lb/ESHP/hr = 0.60828 kg/kW/h

Aero Group Design – Dr. K.J. Hart - UH

Aero Group Design – Dr. K.J. Hart - UH

Aero Group Design – Dr. K.J. Hart - UH

Aero Group Design – Dr. K.J. Hart - UH

Aero Group Design – Dr. K.J. Hart - UH

Aero Group Design – Dr. K.J. Hart - UH

Thrust ∝ (Cexhaust - Ca)

• Thrust reduces as speed increases

• Air density increases as speed increases

• SFC deteriorates as speed increases

Aero Group Design – Dr. K.J. Hart - UH

• Compressor work at same ω • Compressor work at same ω

Control action needed on amount of fuel injected into combustion chamber

Aero Group Design – Dr. K.J. Hart - UH

Aero Group Design – Dr. K.J. Hart - UH

Aero Group Design – Dr. K.J. Hart - UH

Graph 1 for altitude & Mach No. effects

Aero Group Design – Dr. K.J. Hart - UH

Aero Group Design – Dr. K.J. Hart - UH

KTF07 7500 Graph 3

Aero Group Design – Dr. K.J. Hart - UH

Aero Group Design – Dr. K.J. Hart - UH

• Fuel burn ~ 4% max.take-off fuel burn

Aero Group Design – Dr. K.J. Hart - UH

Aero Group Design – Dr. K.J. Hart - UH

Turboprop Powered Pax Range MTOW Total Engines Cruise

Aero Group Design – Dr. K.J. Hart - UH

Assume no forward speed effect on engine power

Use Graph 1P for altitude & AIT effects

Aero Group Design – Dr. K.J. Hart - UH

• Assume constant value of 0.480 lb/hr/HP at all altitudes & AIT

Aero Group Design – Dr. K.J. Hart - UH

KTP1 1000 Graph 3P

Aero Group Design – Dr. K.J. Hart - UH

Hot day power would be lower

Variation in Cruise sfc with Altitude & Forward Speed

0.48 Max cruise sfc 5000ft

0.46 Max cruise sfc 10000ft

Aero Group Design – Dr. K.J. Hart - UH

• Assume variable pitch propeller

• Typical max efficiency values for modern propellers = 80%

• Need to calculate propeller performance throughout flight envelope

• Static take-off thrust?

• ESDU 83001 Approximate Parametric Methods for Propeller Thrust

Aero Group Design – Dr. K.J. Hart - UH

Assume possible 20% improvement in fuel

• Detailed aircraft drag calcs

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