The Kennesaw Journal of Undergraduate Research

Volume 7 Issue 1 Article 3

2020

Efficiency of Gas Turbine Engines

Tahir A. Upshaw
Kennesaw State University, [email protected]

Follow this and additional works at: https://digitalcommons.kennesaw.edu/kjur

Part of the Aerospace Engineering Commons, and the Mechanical Engineering Commons

Recommended Citation
Upshaw, Tahir A. (2020) "Efficiency of Gas Turbine Engines," The Kennesaw Journal of Undergraduate
Research: Vol. 7 : Iss. 1 , Article 3.
Available at: https://digitalcommons.kennesaw.edu/kjur/vol7/iss1/3

This Article is brought to you for free and open access by the Office of Undergraduate Research at
DigitalCommons@Kennesaw State University. It has been accepted for inclusion in The Kennesaw Journal of
Undergraduate Research by an authorized editor of DigitalCommons@Kennesaw State University. For more
information, please contact [email protected].
Efficiency of Gas Turbine Engines

Cover Page Footnote

Acknowledge research partners Ricky Mitchell and Josh Hunter.

This article is available in The Kennesaw Journal of Undergraduate Research: https://digitalcommons.kennesaw.edu/

kjur/vol7/iss1/3
 Upshaw: Gas Turbine Engine Cycle Analysis Confirmation

Gas Turbine Engine Cycle Analysis Confirmation

Tahir Upshaw and Dr. Adeel Khalid (Faculty Advisor)
Kennesaw State University

ABSTRACT
The following paper will confirm Price Induction’s test bench data for the DGEN 380 engine.
This study will demonstrate how Price Induction’s test bench data may be verified by performing
a parametric cycle analysis of the individual components of a DGEN 380 engine. The ultimate
goal of this research is to determine how to make gas turbine engines more efficient. To achieve
this goal, the researchers will confirm that gas turbine engines perform best in colder
temperatures and then determine how to make gas turbine engines more efficient based on the
collected data.
I. INTRODUCTION DGEN 380 engine was designed to provide
flight for personal light jets that can seat
The purpose of this study is to analyze gas four to five people. As a result, it is the
turbine engine performance (more smallest gas turbofan engine in the world.
specifically turbofan engine performance) This engine’s flight restrictions are a
with the ultimate goal of improving the maximum altitude of 25,000 ft and a
efficiency of gas turbine engines. The data maximum takeoff weight of 2,500 kg. Most
collected will be used to confirm that gas aircraft are equipped with twin turbofan
turbine engines perform best at colder engines, two on both sides, to compensate
temperatures. The experimental and for an engine failure. A photo of the DGEN
theoretical data collected from Price 380 engine, produced by the Price Induction
Induction’s test bench validates the company, can be seen in Fig. 1 below.
confirmation. The test bench uses
environmental conditions to output data on
thrust, efficiency, and
pressures/temperatures at specific
components in the turbofan engine. The
theoretical aspect of this research relies on a
combination of equations that compute
specific data for different portions of the
engine to calculate overall thrust and
efficiency. Once both methods confirm that
gas turbine engines perform best in colder
FIGURE 1. DGEN 380 Turbofan Price Induction
temperatures, the researchers will have
Engine. [2]
insight into how to improve the efficiency of
these engines. To analyze this engine theoretically
and experimentally, one must understand the
II. LITERATURE REVIEW components of a gas turbofan engine and
The engine analyzed in this study is how they work in general. A turbofan engine
a gas turbofan DGEN 380 engine. The consists of an inlet fan, compressor,

Published by DigitalCommons@Kennesaw State University, 2020 1

 The Kennesaw Journal of Undergraduate Research, Vol. 7 [2020], Iss. 1, Art. 3

combustion chamber, turbine, and a nozzle

[3]. Turbofan engines have a low thrust
specific fuel consumption (TSFC) and are
economical in their fuel use [5]. Turbofan
engines accelerate large masses of air to a
lower velocity than other engine types [4],
which results in a higher propulsive FIGURE 3. Subsonic Inlet Flow Pattern [1].
efficiency [6]. The area of the inlet of the
turbofan engine is large, which results in Supersonic inlets are for applications
higher amounts of drag. This increased drag where the speed exceeds Mach 1. Because
reduces efficiency. these types of inlets surpass Mach 1,
supersonic inlets are subject to shock waves.
The Inlet component of a turbofan Shock waves are the result of a body moving
engine has a direct correlation with the through a medium (air) above the speed of
internal airflow and the freestream flow sound. Since the body is traveling through
through the engine. A typical inlet for any the air faster than the speed of sound, air
gas turbine engine has numerous blades that molecules explode, causing shock waves. To
are large enough to hold two double-decker increase the magnitude of the supersonic
buses. An inlet sucks in the massive amount inlet, more shock waves would be needed to
of air required by the engine from its compress the entering air, which ensures
freestream conditions to the conditions that the engine will be able to perform over
required at the compressor’s entrance with a multitude of Mach numbers [7].
uniform flow. The DGEN 380 has a
subsonic inlet design. Subsonic inlets are Behind the inlet are compressors that
used when the aircraft speed is under Mach increase the pressure of the entering airflow.
1, where Mach is the ratio of the speed of The compressors will cause the efficiency of
the aircraft to the speed of sound. Therefore, the combustion process and power
Mach 1 is just 1 times the speed of sound, extraction process to increase. The
and Mach 2 is 2 times the speed of sound, compressor’s job is to do exactly what it is
and so forth [7]. An example of a subsonic named for, which is to compress. The inlet
inlet can be seen in Fig. 2 below, while the sucks in massive amounts of air, and those
airflow pattern for a subsonic inlet can be air molecules then reach the compressor,
seen in Fig. 3. where more blades compress the air
molecules that were sucked in by the inlet.
When these air molecules are compressed,
the kinetic energy increases between them.
As a result, the pressure increases as well.
When there is an increase in the air pressure,
the volume of the air will decrease. This
decrease in air volume will result in the
combustion of the fuel to occur in smaller
FIGURE 2. Basic Subsonic Inlet Model [1]. volumes. There are two types of
compressors on a turbofan engine. The first
type is the single-stage centrifugal
compressor. Centrifugal compressors are
made up of an impeller, diffuser, and a
manifold. For this design, air enters the

https://digitalcommons.kennesaw.edu/kjur/vol7/iss1/3 2
 Upshaw: Gas Turbine Engine Cycle Analysis Confirmation

compressor near the hub of the impeller. The controls the expansion process. Thus, the
rotational motion of the impeller causes the maximum thrust for a given engine is
air to undergo severe compression. achieved when the exit pressure equals the
Compression occurs when the velocity of ambient pressure. The two types of nozzles
the air increases [9]. are the convergent and the convergent-
divergent nozzle. When the pressure ratio is
The next type of compressor is the less than 2, a convergent nozzle is used. A
axial compressor. This air flows in the axial convergent-divergent nozzle is used for
direction through the rotor blades and stator supersonic applications.
vanes that are concentric with the axis of
rotation. The path of the airflow in an axial III. METHODS
compressor decreases in cross-sectional
area. As the area decreases, the density of In this study, the researchers performed a
the air increases from each stage of the parametric analysis of the DGEN 380
compressor [10]. The combustor chamber is engine’s component parts to confirm that
next behind the compressor blades. Its gas turbine engines perform best in colder
purpose is to take the compressed fast- temperatures using Price Induction’s test
moving air molecules and hold them in a can bench results. As this engine is the smallest
to be injected with fuel (usually methane). gas turbine engine in the world, it is more
Methane is injected into the can of accessible to experimentation than regular-
compressed air molecules, causing a sized engines which are not readily available
chemical reaction. This explosion is what for study. The test bench is organized into
creates the thrust to push an aircraft forward. three different modules that: 1) analyze the
The combustor also ensures that the engine’s aerodynamic behavior, 2) analyze
temperature of the gases that are produced the engine’s thermodynamic behavior, and
do not exceed the temperature limit of the 3) evaluate the component parts of the
structure. A combustion chamber consists of DGEN 380 engine. The parametric cycle
a can and annular [11]. analysis is broken into two stages. The first
stage analyzes the overall total temperature
In a turbofan engine, the turbine is or stagnation temperature (the temperature
designed to extract kinetic energy from the reached when a constant flowing fluid is
expanding gases that flow from the brought to rest). The first stage also analyzes
combustion chamber. The kinetic energy is the engine’s pressure. The second stage
used to produce energy for the shaft and to analyzes the different components of the
drive the compressor. An axial turbine also turbofan engine. The following equations
has multiple stages. There are two types of are used to perform the parametric analysis
axial turbines, impulse and reaction turbines. for the DGEN 380’s engine:
The impulse turbine has the same relative 𝛾−1
inlet velocity and relative discharge velocity 𝑇𝑡 = 𝑇(1 + 𝑀2 ) where,
2
of the rotor [13], while the reaction turbine
has a different inlet velocity and a different 𝑇 = 𝑆𝑡𝑎𝑡𝑖𝑐 (𝑇ℎ𝑒𝑟𝑚𝑜𝑑𝑦𝑛𝑎𝑚𝑖𝑐) 𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒
discharge velocity.
The exhaust nozzle’s purpose is to 𝛾 = 𝑟𝑎𝑡𝑖𝑜 𝑜𝑓 𝑠𝑝𝑒𝑐𝑖𝑓𝑖𝑐 ℎ𝑒𝑎𝑡𝑠 = 1.4
increase the velocity of the exhaust gas
before discharging from the nozzle. The 𝑉 𝑉
nozzle also collects the gas flow from the 𝑀 = 𝑀𝑎𝑐ℎ 𝑁𝑢𝑚𝑏𝑒𝑟 = =
𝑎 𝛾𝑔𝑐 𝑅𝑇
turbine. The pressure ratio across the nozzle

Published by DigitalCommons@Kennesaw State University, 2020 3

 The Kennesaw Journal of Undergraduate Research, Vol. 7 [2020], Iss. 1, Art. 3

Also
Where is the atmospheric pressure, which varies
depending on the altitude.
𝑉 = 𝐹𝑙𝑜𝑤 𝑉𝑒𝑙𝑜𝑐𝑖𝑡𝑦
𝑎𝑜 1 𝑉9
𝐹={ [ − 𝑀𝑜
𝑔𝑐 1 + 𝛼 𝑎𝑜
𝑎 = 𝑠𝑝𝑒𝑒𝑑 𝑜𝑓 𝑠𝑜𝑢𝑛𝑑 = 343 𝑚 𝑠 𝑉19
+( − 𝑀𝑜 )]} 𝑚̇ 𝑜
𝑎𝑜
𝑔𝑐 = 𝑔𝑟𝑎𝑣𝑖𝑡𝑦 = 9.81 𝑚/𝑠 Where

𝑎𝑜 = 𝑠𝑝𝑒𝑒𝑑 𝑜𝑓 𝑠𝑜𝑢𝑛𝑑 = 𝛾𝑅𝑔𝑐 𝑇𝑜

𝑅 = 𝑔𝑎𝑠 𝑐𝑜𝑛𝑠𝑡𝑎𝑛𝑡 𝑜𝑓 𝑎𝑖𝑟 =286.9
𝑔𝑐 = 𝑔𝑟𝑎𝑣𝑖𝑡𝑦 = 9.81 𝑚/𝑠
Equation (1) Total Temperature
𝑚̇ 𝑜 = 𝑖𝑛𝑖𝑡𝑖𝑎𝑙 𝑚𝑎𝑠𝑠 𝑓𝑙𝑜𝑤 𝑟𝑎𝑡𝑒
Equation (1) is the total temperature
equation. To describe further, to determine Equation (3) Thrust.
the Total temperature (Tt) at any point in a Equation (3) is the Thrust or Force equation,
gas turbine engine, we have to know the where Force is denoted by F.
static temperature (T). This static
temperature is also known as stagnation 𝑉9
temperature because it is the temperature at 2 𝜏𝑓
which velocity (flow of air) equals zero. In = [√ {𝜏𝜆 − 𝜏𝑟 [𝜏𝑐 − 1 + 𝛼(𝜏𝑓 − 1)] − }] 𝑎𝑜
the Mach number equation, gamma is the 𝛾−1 𝜏𝑟 𝜏𝑐
ratio of specific heats, which is 1.4 for air,
and T is the temperature of the environment. Equation (4) Exit Velocity.
Together these variables are used to find the Where
total temperature (Tt) at any component of a
gas turbine engine. 𝜏𝜆
= 𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒 𝑅𝑎𝑡𝑖𝑜 𝑎𝑡 𝐵𝑢𝑟𝑛𝑒𝑟
𝛾 − 1 2 𝛾⁄(𝛾−1) 𝑇𝑡4
𝑃𝑡 = 𝑃(1 + 𝑀 ) =
2 𝑇𝑜
Where
𝜏𝑟 = 𝑇𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒 𝑅𝑎𝑡𝑖𝑜 𝑜𝑓 𝐹𝑟𝑒𝑒𝑠𝑡𝑟𝑒𝑎𝑚
𝑃 = 𝑆𝑡𝑎𝑡𝑖𝑐 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝛾−1 2
=1+ 𝑀
2
𝛾 = 𝑟𝑎𝑡𝑖𝑜 𝑜𝑓 𝑠𝑝𝑒𝑐𝑖𝑓𝑖𝑐 ℎ𝑒𝑎𝑡𝑠 = 1.4
𝐶𝑝 𝑇0
𝑉 𝑓= (𝜏 − 𝜏𝑟 𝜏𝑐 )
𝑀 = 𝑀𝑎𝑐ℎ 𝑁𝑢𝑚𝑏𝑒𝑟 = ℎ𝑃𝑅 𝜆
𝑎
𝑉 Equation (5) Fuel/Air Ratio.
=
𝛾𝑔𝑐 𝑅𝑇 Here, “f” is the Fuel or Air ratio. In the
Equation (2) Total Pressure. below equation, “S” is the specific thrust.
The bypass ratio is denoted by “𝛼.” 𝜂𝑇 is the
Equation (2) is the total pressure equation. thermal efficiency, and 𝜂𝑝 is the propulsive
To determine the pressure at any point in a efficiency.
gas turbine engine, this equation must be
used. P is the static pressure. Static pressure

https://digitalcommons.kennesaw.edu/kjur/vol7/iss1/3 4
 Upshaw: Gas Turbine Engine Cycle Analysis Confirmation

𝑓 IV. RESULTS
𝑆=
𝐹
(1 + 𝛼)(𝑚̇ ) For this study, thrust, power, and efficiency
0
were compared with altitude. For the thrust
Equation (6) Specific Thrust. vs. altitude plot, various environmental
inputs had to be adjusted to obtain valid
1
𝜂𝑇 = 1 − results for the thrust vs. altitude graph,
𝜏𝑟 𝜏𝑐 which can be seen in the following Fig. 4
Equation (7) Thermal Efficiency. below. For instance, the speed is held
constant while the temperatures were
𝜂𝑃 analyzed at various levels. In each of these
𝑉9⁄ 𝑉19 environmental input instances, one can see
𝑎0 − 𝑀0 + 𝛼( ⁄𝑎0 − 𝑀0 )
= 2𝑀0 2 the effects on the thrust-output of the
𝑉9 ⁄ 2 𝑉19 2⁄ 2 turbofan engine. All of these plots have been
𝑎0 2 − 𝑀0 + 𝛼( 𝑎0 2 − 𝑀0 ) combined into one performance curve,
Equation (8) Propulsive Efficiency. which displays the thrust-output for the
parametric analysis study of the DGEN 380
Below is the net power equation, denoted by engine. There is a hump in the performance
𝑊𝑜𝑢𝑡 . curve at 3000 meters. This hump means the
1 aircraft reaches its maximum amount of
𝑊𝑜𝑢𝑡 = 2𝑔 [(𝑚𝑜 + 𝑚𝑓 )𝑉𝑒 2 −
𝑐 thrust in a given flight at 3000 meters.
𝑚𝑜 𝑉𝑜2 ] Ultimately, Figure 4 shows how a change of
temperature can affect the overall thrust,
Equation (9) Net Power.
where temperature increases decrease the
Here, 𝑚𝑜 denotes the mass flow rate of air, overall thrust. This graph demonstrates that
and 𝑚𝑓 is the mass flow rate of fuel. 𝑉𝑒 thrust fluctuates as altitude increases. The
denotes the velocity exiting the inlet, while fluctuating altitude proves that turbofan
𝑉𝑜 is the velocity of air entering the inlet. engines perform better in colder
temperatures because hotter temperatures
produce less thrust.

Thrust vs Altitude Performance Curve (Varying Temperature)

4000
T=274.15 T=284.15 T=294.15 T=304.15 T=314.15
3500
3000
2500
Thrust (N)

2000
1500
1000
500
0
0 1000 2000 3000 4000 5000 6000 7000
Altitude (m)

FIGURE 4. Thrust vs Altitude with varying temperature and when the Speed=70m/s

Published by DigitalCommons@Kennesaw State University, 2020 5

 The Kennesaw Journal of Undergraduate Research, Vol. 7 [2020], Iss. 1, Art. 3

Equation 3 theoretically confirms that Both graphs having similar trends is positive
DGEN 380 engines perform best at colder because it confirms our collected data by
temperatures. Eq. (4) is a variable in Eq. (3), matching two different parameters (thrust
so Eq. (4) had to be calculated first. Since and power). This graph shows that as the
thrust vs. altitude was being measured at temperature increases, the aircraft loses
various temperatures, the chosen power. Therefore, it will lose thrust as well.
temperatures were input for Greek letter This loss of thrust is a negative feature that
Tau(τ). These temperatures were in kelvin produces a potentially dangerous situation,
and randomly chosen. The theoretical because all aircrafts need thrust and power
calculations confirmed our experimental to fly. This negative feature makes sense and
results, in that gas turbine engines produce proves again turbo fan engines perform
less thrust in hotter temperatures. better in colder temperatures because hotter
temperatures produce less thrust. As for the
The following graph (Fig. 5) shows theoretical results, Eq. (9) was used to
power vs. altitude. As the temperatures calculate the net or total power of the
increase, the power decreases. Just like Fig. engine. The obtained results matched the
4, this graph also has a hump or peak point Experimental results from the test bench that
at 3000 meters. This peak point means when produced the graph below. So far, the
the aircraft reaches 3000 meters in altitude, relationship between thrust and temperature,
it is producing the maximum output of and power and temperature, have been
power in a given flight, which makes sense proven true experimentally and
because this is also the point where the theoretically.
maximum amount of thrust is produced.
Power vs Altitude Performance Curve (Varying Temperature)
T=274.15 T=284.15 T=294.15 T=304.15 T=314.15

261000

211000
Power (watt)

161000

111000

61000

11000
0 1000 2000 3000 4000 5000 6000 7000 8000
Altitude (m)

FIGURE 5. Power vs Altitude with varying temperature and when the Speed=70m/s
The last plot is the Efficiency vs. the analyze thrust vs. altitude. The speed and
Altitude plot (Figure 6), whose analysis temperature are constant but are analyzed at
takes the same approach as that used to different parameters. This method was done

https://digitalcommons.kennesaw.edu/kjur/vol7/iss1/3 6
 Upshaw: Gas Turbine Engine Cycle Analysis Confirmation

to show the effect that the speed and the However, the trend is reversed in Figure 12.
temperature have on the overall efficiency of This reversed trend is a problem because as
the turbofan engine. Figure 6 shows this the temperature increases, efficiency
relationship, where the overall efficiency of increases. This trend should not happen. As
the turbofan engine fluctuates. The the temperature increases, the engine’s
efficiency increases as the altitude increases efficiency should decrease because it is
and then becomes relatively static with an directly related to its performance. Our
efficiency of approximately six percent. One previous two graphs prove an increase in
can see the same peak at 3000 meters in this temperature produces less thrust and power.
graph, as was documented in Fig. 4 and 5. This decrease in thrust and power means the
This peak shown in both figures means the efficiency, should also decrease as the
aircraft reaches its maximum efficiency at temperature increases. For some reason, this
its maximum altitude, which is 3000 meters. efficiency graph shows the opposite relation
and indicates these findings are flawed.

Efficiency vs Altitude Performance Curve (Varying Temperature)

T=274.15 T=284.15 T=294.15 T=304.15 T=314.15

0.07

0.06

0.05
Efficiency

0.04

0.03

0.02

0.01

0
0 1000 2000 3000 4000 5000 6000 7000 8000
Altitude (m)

FIGURE 6. Overall Efficiency vs Altitude with varying temperature and when the Speed=70m/s
V. DISCUSSION theoretical calculations also matched this
relationship for thrust and power. In Fig. 4
The purpose of this research was to prove and 5 one can see the same peak at 3000
that gas turbine engines perform best in meters; the engine is producing the
colder temperatures in two ways: maximum amount of thrust and power in a
experimentally and theoretically. In order to given flight. Both the thrust vs. altitude and
confirm this, thrust, power, and efficiency power vs. altitude graphs successfully
had to be analyzed experimentally (test confirm that gas turbine engines perform
bench) and theoretically (calculations). The best in colder temperatures. However, the
data collected from the test bench graphs efficiency graph and data do not match, and
shows that an increase in temperature this indicates there is a problem with this
decreases the engine’s thrust and power. The

Published by DigitalCommons@Kennesaw State University, 2020 7

 The Kennesaw Journal of Undergraduate Research, Vol. 7 [2020], Iss. 1, Art. 3

study’s methodology, namely that our smallest gas turbine engine in the world and
variables could not be replicated. This isn’t meant to fly at the altitude or speed set
problem stems from a technical malfunction in this study. In addition, the temperature
within the test bench apparatus that resulted could have influenced these results because
in a system reboot and wipe that deleted our random temperatures were chosen in kelvin
study data. Since there was no data from the ranging from 274.15 to 314.15. All of these
thrust and power parameters, we were temperatures are present at altitudes below
unable to replicate the study’s exact values the cruising altitude. The cruising altitude
for environmental conditions, velocities, for the DGEN 380 is 10,000 feet, and the
mass flow rates, etc. This mishap is likely maximum altitude is 25,000 feet. The
why the efficiency results are incorrect. This altitudes chosen for this research are all
hiccup resulted in a lack of verifiable data below the cruising altitude (10,000). Being
from the data pool. Further research should below cruising altitude may have something
include active data backups as a part of the to do with the data producing more thrust
methodology. Despite these issues, the than that documented by the manufacturer.
results that were obtained from the The power calculations performed in this
parametric cycle analysis (theoretical research show that speed and temperature
portion) and the test bench (experimental played huge roles in the power output. The
portion) match. More importantly, they also parametric cycle analysis performance
prove gas turbine engines perform best in curves are similar to that of the test bench
colder temperatures. Gas turbine engines because both have maximum values at 3000
perform best in colder temperatures because meters. Both graphs (Fig. 4 and 5) have the
warm air is less dense than cold air. This same trend, and both prove true the
research confirmed this fact both relationship between temperature and
experimentally and theoretically. Both power/thrust to be true. Temperature and
validations are important because analyzing power/thrust are in an inverse relationship
a system under certain conditions can help where, as the temperature increases, the
one figure out how to improve its overall aircraft’s thrust and power decreases. This
performance. Based on this research, the inverse relationship should be the case for
efficiency of gas turbine engines can be our efficiency data, but the data collected
improved by optimizing the inlet blades. showed an opposite result due to errors in
The material, curvature, and angle of the experiment methodology.
inlet blades have a dynamic effect on the air
entering the engine. If the perfect CONCLUSION
combination of material and angle of Despite a lack of data to properly analyze
curvature can be determined, then the the efficiency parameter, the study was
temperature of incoming air may be mostly successful. The thrust and power
reduced, which will ultimately produce more parameters were both confirmed with
power and thrust. For the parametric cycle experimental and theoretical data. In order
analysis, the maximum thrust was 3200 N, to analyze the efficiency parameter more
which can be seen in Fig. 4. The DGEN 380 accurately, a third data point should be used:
engine has a maximum rated thrust of 2500 simulation. A simulation in SolidWorks
N. So, the data collected shows a thrust of could possibly produce accurate efficiency
700 more newtons than the published DGEN results. Beyond that, one would have to
380 data. This disparity could be due to the design the DGEN 380 engine and perform a
fact that the DGEN 380 engine is the Computational Fluid Dynamics analysis on

https://digitalcommons.kennesaw.edu/kjur/vol7/iss1/3 8
 Upshaw: Gas Turbine Engine Cycle Analysis Confirmation

the engine to get more accurate data. With [9] N. Hall, Ed., “Compressors.” NASA.
the data proving that these engines work www.grc.nasa.gov/www/k-
best in colder temperatures, the next step in 12/airplane/compress.html (accessed on
this research would be to test the impact of June 23, 2016).
blade optimization on the engine’s [10] N. Hall, Ed., “Axial Compressors.”
temperature in warmer climates. NASA. www.grc.nasa.gov/www/k-
12/airplane/caxial.html (accessed on
REFERENCES June 23, 2016).
[1] J. Mattingly, Elements of Propulsion, [11] N. Hall, Ed., “Combustion.” NASA.
Virginia, USA: American Institute of www.grc.nasa.gov/www/k-
Aeronautics and Astronautics, 2006. 12/airplane/combst1.html (accessed on
July16, 2016).
[2] “DGEN Technology.” Price Induction. [12] N. Hall, Ed., “Nozzles.” NASA.
www.price-induction.com/dgen-engine/ www.grc.nasa.gov/www/k-
(accessed June 3, 2016). 12/airplane/nozzle.html (accessed on
[3] C. Cutler. “How Does A Turbofan July 17, 2016).
Engine Work?” Online Flight Training [13] N. Hall, Ed., “Power Turbine.” NASA.
Courses and CFI Tools. www.grc.nasa.gov/www/k-
www.boldmethod.com/learn-to- 12/airplane/powturb.html (accessed on
fly/aircraft-systems/how-does-a-jet- July 28, 2016).
engine-turbofan-work/ (accessed July CITATIONS
18, 2018).
[4] R.J. Shaw, Ed., “How Does A Jet Engine
Work?” NASA.
www.grc.nasa.gov/www/k-
12/UEET/StudentSite/engines.html
(accessed June 5, 2016).
[5] N. Hall, Ed., “Thrust Specific Fuel
Consumption.” NASA.
www.grc.nasa.gov/www/k-
12/airplane/sfc.html (accessed June 17, FIGURE 1. DGEN 380 Turbofan Price Induction
2016). Engine. [2]
[6] M. Asselin, Introduction to Aircraft
Performance, Reston, Virginia, USA:
American Institute of Aeronautics and
Astronautics, 1997.
[7] N. Hall, Ed., “Inlets.” NASA.
www.grc.nasa.gov/www/k-
12/airplane/inlet.html (accessed June
17, 2016).
[8] N. Hall, Ed., “Mach Number.” NASA.
www.grc.nasa.gov/www/k-
12/airplane/mach.html (accessed on June
23, 2016).

Published by DigitalCommons@Kennesaw State University, 2020 9

 The Kennesaw Journal of Undergraduate Research, Vol. 7 [2020], Iss. 1, Art. 3

FIGURE 2. Turbofan Engine Schematic. Adapted

from Elements of Propulsion Gas Turbines and
Rockets.
pg 9. 2006.

FIGURE 3. Basic Subsonic Inlet Model Adapted

from Elements of Propulsion Gas Turbines and
Rockets.
pg 244. 2006.

https://digitalcommons.kennesaw.edu/kjur/vol7/iss1/3 10