Mob No.

+91-9819680320/9167870852
Technical General Capt. Neha Thakare

5. Thrust (Performance and Thrust Augmentation & Reverse

Thrust)
Introduction:

Thrust is derived as a reaction to accelerating a· mass of air backwards thereby

•_ _ _________...,..___ In
-- - -------forwarctthrust.
achieving ... ___
Ne~ton's thirdacc-ordance·with
law:_lor -every action

~, -
- ·-·- •~.• .,., ... .. .,~-

~"/
.., ,

_!~-~!~i ~~gy_a l aodopp.osite_r:eaction~---··- ·---~----·

F = M a (Force = Mass x acceleration) or 'i-,.;~-~,

,r,~
,,,
/~

/,< fi
'%0 % %/ '1;;,
Thrust= W (Vo-V1) ~ W
t 4
~£%'$:,
'~

W = Mass of air in lbs (Kilograms) ~ ~ -,:;~

.~ ~ 4
. ,,~ '%
i ~,.,~~
6 '%
V1 = Inlet velocity ft/sec (metres/sec)

''
·~

Vo= Exit velocity ft/ sec (metres/sec)

~ ',. ' '% ;,,,/

• •
A turbo -Jet running ma choked ~f!ditjoif wh
•

~" ~-
' :~
0
ve_the addition of pressurethrust.
'
.~ ' ' ~I
''
w

\Thrust= W (Vo~ V1} Pressige

-
rhfd§J\,
~ . w
··.
Th~ Power of a turbo ~ ~ , : ; , i~ thrust and displayed_by _a !'7_9~ EPRgauge
which are thrust meters. ~~ ?~ Jopeller's outpufls -measured in shaft horsepower
"'%:
( SHP) and displa'ted by a torq ~ meter. -
~/ 0
'%"/,X-)
A
Equivalent sh!J!l
t
ih>I'!~r {ESHP}: t->J.11 1' "3lt/h affiMA
'

E~ #,is t . "~ ~a %,
~--.r~er output forturbopr~p a_nd some turbo shaft engines .
. t ·::tJ
ESHJ\ _= SHP #, vfronfjet thrust.
'7ft,

/~,
. ", ,?'/_

The thr~at shaft horsepower developed must then be dependent on ttl,e_mass of

air entering the---eng.rne·
--
and the acceleration --
,,·-r-•--·., . ,
given
--
to that rnassasispa;;es through .o.ec:s - . , , . ~~ -- - - - -...-- - -•- · · .

t he englne~1fwill be affected by changes in altitude, temperature and airspeeg.

Specific Fuel Consumption (SFC): This is the Specific f uel Consumption (SFC) and is
measu red in pounds of fuel used per hour per pound of thrust or SHP.

The therma l and propulsive efficiency determin e the S.FC.

_._gFC : -~ of fuJ w,ul /-'M, "-·
52 I Jet Engine j:, AJMol 1~ l
Technical General Mob No. +91-9819680320/9167870852
Capt. Neha Thakare

variation of Thrust With RPM:

The amount of thrust produced by a turbo jet is proportional to its RP~: The
higher proportion of the thrust is produced at compressor speeds higher than ~O -
0rd
8~ HP. RPM. At engine idle for a twin ~pp_Q_l_en gtnathe-1:lP--RP-M-wilLb_e....o f the er
qf...?0- 60 % and t i!._e LP RPM about 25%. These are the ground idle values.

In the high by- pass ratio turbo fan 25% Nl is approximately equivalent to 5% 0f th e
Take Off thrust.

%
&J · \,E a
~;
Take-off thrust Maximum thrust from the engine which is normj ·,, imiFli ·

Go around th ru st -
Max continuous thrust This thrust setting can be used continuous!~
. I¾
'~
This can be takeoff thrust but is normalrf~ 101 ef va~
.
·
\.~~
w,fffl
t le
~ USt ·

Nlax climb thrust

of cI.1m b spee ds.
• •

This 1s a value below ma

'¾
"' "-
~ ,,
£ l~,
This thrust setting is equivalent to ma~ o,rnj~~ucf~ and gives beS ang

~ijro~ g engine
•

Max cruise thrust

life. %
e. ".:, i'ti• Ct:rff'\ d ~v eJop • •

'
Variation of Thrust with Altitude;

As aircraft altitude increase the fall \ll

therefore a loss of thrust al · as.
'A "
T~_!_
C'k~'~
causes a reduction in air dens,w and
s~s. As the mass flow of air decreases the
.

altitude sen~ing capsul co . trol unit adjusts the fuel flow to match th_.e
reduced airflow in orde a constant engine s eed for a fixed throttle
position.
-- --
;\,
'
The fall of tempe~ ure incre_~ e the air density so that the mass flow of air into the
enginemcreas ¥"~dfij,l~ _i~rust increases.
% ---~
The; ,9m ·:if oL t~I!lQ.~ature a_nd e_re~~ure reduction are that thrust will
d~ ~ease bu~ ~"(er rate than if the pressure alone ~ as reducing. Unit of course
the ~ rcraft Je~hes t he tropopause when any increase in altitude will cause the
press~
~,# a tg
'/} ' eep reducing bu-t
-- the
- temperature
· . - -remains
-- constant __ -56°- C. So .the
at - _,.;.__
th rust will reduce at a gr~_ater r.~te It will be se~n that the SFC will remain essentially
the same as the t ~rust decrea~es along with fuel burn as altitude increases. ---
-
Variation of Thrust with Temperature: As temperature decreases air density
increase_s _~nd the mass of air for a given engine speed increases therefore thrust
increases. To maintain the compressor spe~d h9wever _more fuel must be added o r
the compressor will s!ow down.

(}n, ()J1'<:Nde. if'~~ +W'b op)<op ~ •"'e DvJ.l~ o.. ,OrM,\o-f\... ..J.o-m c:f ~ o~o(JI. cte-.o-.,,
53 I Jet Engine ~ -,t-;, .J,. --l~e.t"-
 Mob No. +91-9819680320/9167870852
Capt. Neha Thakare
Technical General

The opposite will happen in warmer air.~ cold _weather the denser air allows the
itngine to develop the ,:_eg_uired take-offJh!,!!~l before !he limiting temperature has
been reached . These are called part throttle or flat rated engines whereby the !_ake-
<!_ff rate_c:Uhrust ca.n be_ac}lieve9 at throttl_e.settings .below full thrq!tle position.

Variation of Thrust with Aircraft Speed: The increase in Ram Ratio (below) increases
-the- mass
-----------0---,-· - has
flow. therefore fuel flow ------·to .be increase_g_causing an increaseof sfc as the
net thrust decreases.
Ram Recovery: As the aircraft speed increases the inlet_~ erts so,,.~q e extra
~ ocity into pressure by t!Je.~hapa.oHh~ lptak e (Ram Recovery). ' •~
This increases the pressure at the face of the compres~r th~r~o~n~asing
ri! fi:.f~ ~ the 7

mass flow for a given compressor speed therefore restonffg tme~f ,, e otherwise
lost thrust.
Effect of Altitude on SHP:
,A
-~t>~
8-§ a tfri~
7

rop enginesuffers a
similar loss of power as density--reduces.
- , ~4
"7

A___L,_den,~1!.'L_re
. d_uces fu~( flp__w reduces but the !~cifi~ fuel consum ption remains

~,
4
essentially the sa me. , .
. ,
Effect of Aircraft Speed on SHP: ,,, · ~e . , ease on a turboprop enginethe ram

'r'~
/,
~ct into _Jhe_intak~s_es th~,Jl~~~~Jeai_e, __as~~jet thrust d~-creases.
1/,,-4'.4,... --- .. , ... _

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Tert,p/J' .J c\eWJi~ ",- J more 1 ruo Jt>4 jivem e,,ji-ne ~1'

-( "'U . ' / ' -'-· ' n -the c.o-ml=>f'W\':>OJL
ffl~-rr.AJ ~ d .fam / l,NQ) J
C'JYl.w,-f- b'2 ~decf 04- ea-m (2.!Vl.JY:>C>-..ll r w W /.l f="-Ad ~ .

54 I Jet Engine
 Technical General
Capt. Neha Thakare Mob No. +91-9819680320/9167870852

Water Injection 5
ystems:
In conditions of h' h
~g altitude a d / .
! ~~!_~r:_~ ! he thrust of a turb n _ . or hi~h temperature .the of water injection
engine. The water in"=" -. ~ and boost the output of a turbo - prop
..,h.- - k --=------------ JectIon syste . .

-
t__e_t_a_e_-_o.;.;ff~".!::p~os:!!i~ti~~- --- m is typically activated by moving the th rottle to
n. -
The power output of a .
of air flowing through itg;s turbi_n~ engine depends to a large extent e mass
nd1 I
density, and therefore th. n co t ons of high altitude and/ or high teih~ . tui , , the
- · e mass fth · ' - ((~Ji ~
a_r_ed_u_c_t_io_n~o::..:f:....:t:.:..:h::;ru~s~t~o~r~s~h rf~low through the engin~ cF~se?fd using
a horse nower
C • :, ¾,~
To restore, or with some t
-
WtMth
---
oo e with
---
a er e ano/ Injection·
--·-·· water,. .... .
the airflow can be c · l~d ~__ges of _engine, boost, the- 9
,
0 :~.•
0
,
,°,A~
.f
-~ if7-' th~ engine,

- .__ 0
~J '
~ · % ~~,;
A pure water injection system does have som~~ ra~cl<s, not least because the
. t e r m us:t a.
wa . II be used up on t ake-off 'f.
climbs to altitude. r -
1 It .Is not to%'%Peze$ in the tanks as the aircraft
•

• • ' /4.i?70 ,,:~, . .

It would be logical to require an i~,~1\J ~ hat did not freeze; thus meth~nol is
added to the water. This serve~ Mil~ tts an anti - freeze, there is however an
·t·Iona I bonus ac h'Ievell%
add 1 ~. b~¾~· -'~0ng ~ ethanol By inJ·ection coolant into the
• ~ ~= ~ ~:?; •
combustion chamber, tr~¾r,_, i/ ~red dramatically which somewhat lowers the
power available. , %. V/

Methanol, beint, ~;alcohol f ~ I, burns, and adds to the temperature of the __~a.ses, ·
raising the T.G.~

The. propo~
~J
•,w
~I~ to i~ original level.
% '
• thanol aQd~d ~o the water must also be carefully controlled, a
r_atiifbf '6o/l'm~ -~ ol to 60% water (by Volume) ensures that the T.G.T. limits
sh &~ ld neveF'~xc~ ed during use of the water methanol system . .

The i~eJo;·
,, ~I
water which is carried c~n b~ large, the Boein_g 707 _and the D.C.8
· t ly 300 gallons of water injection fluid per engine which must all be
carry approx1ma e ~ ~ ~ ~~:.:.:;~ . +~;;..;....._ _.__......,_
nd
used up in a three minute take off a climb.

55 I Jet Engine
 Capt. Neha Thakare Mob No. +91-9819680320/9167870852
Technical General

This equates to a water flow rate of 100 gallons per minute. The fuel flow through
each engine at this time is 9,000 lb. /hour (22 gallons/ minute). This gives a water
flow to fuel flow ratio of 4.5:1).
Thrust Augmentation by Ajterburning:
Thrust augmentation by afterburning (reheat) makes use of the unburnt oxygen in
the exhaust to release more heat energy by burning more fyel between the turbine
and the propelling nozzle. Afterburning is used to improve
combat performance, mainlyrestricted to milita·ry aircraft. "'~·
i :ff;
;,>~

An afterburning jet pipe will have a variable area propellin~jite4~ closed, to

,$,
. take off a,g€4-_£1imb or
\4' :,
r~ __,_.
~,~-
provide for non-afterburning operation and open I to-allo~for an1n~"'e6-volumeof
0

gas during afterburning operation • , , W'

The velocity of the gas stream from the turbJDe is cf"-tff~ ~fore entering the
afterburner section to reduce the velocity suffi · ~fi;tj~f&,pn~l~the afterburnerflame
. ~ ' -~ ~I'
t o remain stable. .
-- .) 1
¾
When selected an atomized· fuel s·pray is introd~~ i~o the jet pipe through the
burners and ignited by a~ ign_iter plug_ o"°1J.! strea~of flame from the combustion

r,~,,,,
chamber. Once combustion 1s Eft.ta~ed~2!~as temperature increases and the
. "¾
expanding gas accelerates througtF~ 0 e ~Jfr4ropelling nozzle providing additional
thrust.
\7'
b ,

¾
%,i,

'V
,~

56 I Jet Engine