Aircraft Propulsion II (EAE 3365)

Dr. Raed Kafafy

Aircraft Propulsion II

EAE 3365
Gas Turbine Engine Cycle Analysis
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
Engine Cycle Analysis

Engine Cycle Analysis is a tool to predict the performance of a gas turbine
engine in flight (including idling and taxing conditions)
Input is engine components characteristics, flight condition, and engine
operating condition
Output is engine performance: thrust (or shaft power), engine efficiencies,
specific fuel consumption
Engine is treated as a system of elements or components: intake, fan,
compressor, combustion chamber, turbine, nozzle, etc.
Each component is treated as a black box with input, output and simple
characteristics relating input to output
Component
Characteristics
Input Output
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy

Engine cycle analysis can be performed at either design point
(design point analysis) or off-design point (off-design analysis)

What is the difference between design point analysis and off-
design analysis ?
Design point analysis is used to optimize the engine parameters at the
design operating conditions (design flight condition and design engine
RPM)
Off-design analysis is used to check the engine performance at
operating conditions other than that of the design point.




Engine Cycle Analysis
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
In other words;
the engine is designed at certain flight conditions (Mach number &
altitude) and it will operate at different flight conditions during its
mission (take off, climb, cruise, landing, etc)
The off-design calculations are performed to predict the engine
performance at different flight conditions (Mach number & altitude).
Moreover;
The engine is designed at certain RPM; however it will operate at
different speeds during its warm up to idle, then acceleration to part
load and finally acceleration to maximum RPM (max. load)
The off-design calculations are performed to predict the engine
performance at different operating speeds.
Design & off-design
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
Engine Cycle Analysis: Numbering

To analyze engine performance, a specific numbering is used so
that pressures and temperatures can be denoted at every stage
within the engine
The following numbering system will be adopted throughout
e
f a
V
m m +
f
m
0
V
m
a

0

2

3

4

5

9

T

C

J
P
+
E
N

Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
Engine Cycle Analysis: Cycle
Thermodynamic Cycle of Nonideal Gas Turbine Engine in
Flight
Non-ideal engine cycle
Engine cycle numbering system
0
t2
t5
t3
9
t4
s
h
e
f a
V
m m +
f
m
0
V
m
a

0

2

3

4

5

9

T

C

J
P
+
E
N

Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
Engine Cycle Analysis: Input
In cycle analysis, we assume the following data is given:
Flight condition
Flight Mach number, M
0
Flight altitude, h p
0
and T
0
(T
0
may also vary due to weather condition)
Engine operating condition
Turbine inlet temperature (TIT), T
4
Compressor pressure ratio, t
c

All efficiencies
Component isentropic efficiencies: q
d
, q
c
, q
t
, q
n

Burning efficiency: q
b

Mechanical transmission efficiency: q
m

Gas properties
All component specific heats:
d
,
c
,
b
,
t
,
n
Gas constants: R
a
, R
g
Fuel properties
Fuel lower heating value (LHV)



Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
What is the main function of an engine inlet?
What are the problems encountered in the engine inlet?
1. Boundary layer
2. Flow distortion
The flow in the inlet can be considered to be adiabatic, i.e.,
no heat exchange with the surroundings, why?
Ans: This is a practical assumption as the temperature
gradient across the inlet wall is negligibly small.
Design Point Calculations for Inlets
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
Ram Effect
Ram compression outside the engine inlet is essentially
isentropic
The only exception occurs when a shock is formed outside a
supersonic inlet for such a case the shock effect is considered as
part of the inlet effect
0 1
0 1
0 1
t t
t t
p p
s s
T T
=
=
=
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
h-s diagram of engine inlet
R
s
to
t
d
e
P
P
A

= t
2
2
1
0
2
2
2
2
1
1
o
t
t
o t
o s t
d
M
P
P
h h
h h

|
|
.
|

\
|
=

1
2
2
2
1
1

q + =
o d
o
t
M
P
P
1
2
2
2
2
1
1
2
1
1

(
(
(

+

q +
= = t
o
o d
to
t
d
M
M
P
P
0 . 1
2
= t
to
t
d
T
T
(

+ =
2
2
2
1
1
o
o
t
M
T
T
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
An aircraft is flying at an altitude where (P
0
= 10 kPa , M
0
=
0.85). The total pressure at engine face is measured to be
(15.88kPa), calculate:
a) Total pressure recovery
b) Adiabatic efficiency
c) Nondimensional entropy rise
Solution
Example
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
The compressor requires external power to compress the air to
a higher pressure.
The power comes from the turbine via a shaft for an operating
engine.
Other sources of power may be used to start the engine
(engine starter or APU), which may be in the form of electric
motor, air turbine, or hydraulic starter.
The flow in a compressor can be considered as adiabatic, even
with considerably high temperature deviation from the
surrounding temperature, why?

The compressor
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
Answer
In a compressor, the energy transfer to the fluid due to shaft
work is several orders of magnitude higher than any heat
transfer that takes place through the casing.
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy

The compressor
0
m
0 ~
c
Q

2 3
C

0
m
|
|
.
|

\
|
t t =
t t =
t =
=

1 ) (
) 1 (
) 1 (
) (
1
0 0
0 0
2 0
2 3 0
c
c
c
c
e
c r p
c r p
c t p
t t c
T C m
T C m
T C m
h h m

Aircraft Propulsion II (EAE 3365)

Dr. Raed Kafafy

The variation in kinetic energy through the compressor can be
neglected (actually most compressors are designed such that
the axial velocity is constant throughout). That is



which implies that

Total & static conditions
3 2
V V ~
2 3 2 3 t t
h h h h ~
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
The compressor adiabatic efficiency changes with the operating
point of the compressor, while the polytropic efficiency is
independent of it.





Consequently, we usually calculate the polytropic efficiency at
design point and maintain it as constant during off-design analysis
(different pressure ratios)
Compressor polytrophic efficiency
( )


t = t
.
1
c
e
c c
( )
1
1
1
t
t
= q


c
c
c
) (
c c
f t = q constant =
c
e
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy

Compressor shaft power
e t = .
c
|
|
.
|

\
|
t t =
t t =
t =
=

1 ) (
) 1 (
) 1 (
) (
1
0 0
0 0
2 0
2 3 0
c
c
c
c
e
c r p
c r p
c t p
t t c
T C m
T C m
T C m
h h m

0
m
0 ~
c
Q

2 3
C

0
m
e
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy

A multi-stage axial-flow compressor has a mass flow rate of
(50kg/s) and a pressure ratio of (35). The polytropic efficiency
is (0.9) and the inlet flow conditions are (288K & 100kPa),
calculate:
1. Exit total temperature
2. Adiabatic efficiency
3. Shaft power needed
Solution
Example
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
Combustor inlet diffuser decelerates the flow to ( M ~ 0.20.3) to provide efficient
burning environment.
Air swirler is used to improve mixing between fuel and fresh air in primary zone.
To create fuel-rich environment in the primary zone to sustain combustion, a large
percentage of air is diverted around a dome-like structure.
Airflow which bypasses the primary zone is employed as cooling flow through
series of holes.
The burner
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
In real combustors, the total pressure drops due to wall friction,
turbulent mixing, and chemical reaction at finite Mach number.
The total pressure loss is proportional to the average dynamic
pressure (i.e., M
2
/2). Approximate relation is given by Kerrebrock
model:


For ( = 1.33), (M
b
= 0.2),
(c = 2.0) (t
b
= 0.95) i.e. 5% pressure loss in the combustion chamber.
(c = 1.0) (t
b
= 0.973) i.e. 2.7% pressure loss in the combustion chamber.

Burner losses
) 2 1 (
2
1
2
< c <

c = t
b b
M
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
Burner losses
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
( )
4 0 3 0 t f b R f t
h m m Q m h m

+ = q +
4
3 4
4
3 4
t pt b R
t pc t pt
t b R
t t
T C Q
T C T C
h Q
h h
f
q

~
q

=
Q
R
= 42 43 MJ/kg for hydrocarbon fuels
0
4
0
4
Parameter Limit Cycle
T
T
h
h
t t
= = t

2
0
0
2
0
2
2
1
1 M
T
T
h
h
t t
r

+ = ~ = t
Burner energy balance
23
Burner
air
gases
fuel
3 4

t
q
t t t
=
0
h
Q
f
b R
c r
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
Generally, C
P
is a function of temperature for certain gas
mixture, and it can be estimated using the polynomial:

The constants (A
0
, A
1
, A
N
) are determined by experiments
conducted for pure air and theoretical (stoichiometric)
combustion products, then
Comments on C
P
calculations
24

=
=
N
n
n
n p
T A C
0
f
C f C
C
p p
p
+
+
=
1
prod , air ,
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
25
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
26
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
27
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
However, C
P
can be calculated with good
approximation from

Using
( = 1.4) for pure air, ( = 1.33) for combustion chamber
products, and ( = 1.3) for afterburner products.
R = 287 J/kg.K and it can be taken the same for all cases.
Comments on C
P
calculations
28
1

=
R
C
P
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy

A gas turbine combustor has inlet conditions of (800K, 2.0MPa
& 50kg/s). A hydrocarbon fuel is injected in the burner at a
rate of 1.0 kg/s. The burner efficiency is 0.99 and the pressure
loss is 4% of the inlet total pressure. Calculate:
Fuel to air ratio
Combustor exit pressure
Combustor exit temperature
Example
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
The turbine may be thought of as a valve, because on one
side, it has a high pressure gas and on the other side, it has a
low pressure gas.
Therefore, the first valve (i.e., throttle station) is at the turbine
and the second valve is the throat of a CD nozzle or the exit of
a convergent nozzle.
The expansion in the first throttle (turbine) produces shaft
power required for compressor operation (and other aircraft
needs), while the expansion in the second throttle (nozzle if
exists) produces thrust.
The turbine inlet temperature (TIT or T
t4
) is a design
parameter that sets the requirements for the turbine material
and cooling technique.

The Turbine
30
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy

Turbine shaft power
t m c
q =
0 ~
t
Q

4 5
T

f
m m +
0
) 1 (
) 1 ( ) 1 (
) )( 1 (
0 0
4 0
5 4 0
t p
t t p
t t t
T C m
T C f m
h h f m
c
t
t t =
t + =
+ =

f
m m +
0
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
32
( ) ( )
t
e
t
t
t
t
S t t
t t
t
h h
h h
1 1
5 4
5 4
1
1
1
1
t
t
=
t
t
=

( )( ) ( )
2 3 5 4
1
t t o t t o m
h h m h h f m = + q

Assuming constant specific heats (C
P2
~ C
P3
~ C
P4
~ C
P5
~ C
P
)
( )
( )

t +
t t
= t
f
c r
t
1
1
1
The above assumption can be used in the preliminary design or to
get a first guess for (t
t
), and hence (T
t5
)
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
The frictional losses on the blades and the casing as well as
any shock losses (in relative supersonic passages) are sources
of irreversibilities in an uncooled turbine.
Turbulent mixing losses between the coolant and the hot
gases is an added source of irreversibility in a cooled turbine.
Turbine losses
33
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy

Engine cooling is essentially a pressure-driven process and it
needs attention during design to achieve the highest cooling
efficiency.
For example, to cool the first stator (nozzle) and the first rotor
in a turbine, it is needed to tap the compressor exit air with a
pressure slightly higher than (P
t4
).
Earlier stages of the compressor do not have the necessary
pressure to overcome downstream pressure in the high-
pressure end of the turbine; therefore cooling air is bled from
later stages
Turbine Cooling
34
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
Turbine Cooling
35
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
The energy equation applied to a coolant stream of mass
flow rate

carrying a total enthalpy of (h

t,c
) mixing with a
hot gas stream of

with a total enthalpy of (h

t,g
) is written
as:
Turbine Cooling
36
( )
mix , , , t g c g t g c t c
h m m h m h m

+ = +
|
|
.
|

\
|
+
|
|
.
|

\
|
~
+
+
=
g t
c t
g
c
g
c
g
c
g t
c t
g
c
g t
t
h
h
m
m
m
m
m
m
h
h
m
m
h
h
,
, ,
,
,
mix ,
1 1
1
1

Aircraft Propulsion II (EAE 3365)

Dr. Raed Kafafy
In the above equation, there are mainly two non-dimensional
parameters that govern the output:
The coolant mass fraction

The cold-to-hot total enthalpy ratio

Note that a mathematical approximation has been used in the
above equation as:
Governing Equation for Turbine Cooling
37
g
c
m
m

g t
c t
h
h
,
,
1 if , 1
1
1
<< ~
+
x x
x
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
Consider an uncooled gas turbine with its inlet conditions the same
as the exit condition of the combustor described in the previous
example (mass flow rate = 51kg/s, T
t4
= 1390K, P
t4
= 1.92MPa). The
turbine adiabatic efficiency is 88% and it produces power to derive
the compressor and other accessories at (=45MW). Calculate:
Turbine exit total temperature
Turbine polytropic efficiency
Turbine exit total pressure
If the turbine is cooled with a coolant (mass flow = 0.5kg/s and h
tc
= 904
kJ/kg), calculate the mixed-out total temperature.
Solution
Example
38
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
The primary function of the exhaust nozzle is to accelerate the
gases efficiently.
The nozzle produces signature typically composed of infrared
radiation, thermal plume, smoke, and acoustics.
These effects are key design features of a stealth exhaust
system in addition to the main propulsion requirement of the
gross thrust.
As the fluid accelerates, the static pressure drops and hence a
favorable pressure gradient is produced and attached
boundary layer exists.
The Exhaust Nozzle
39
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
What are the main parameters for nozzle Performance?
Gross Thrust
Nozzle Adiabatic Efficiency
Nozzle Total Pressure Ratio
Exhaust Nozzle
40
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
Thrust Equation:
Engine Thrust
41
( ) ( )
9 9 9
A p p V m V m m F
o o o f o d uninstalle
+ + =

Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
p
9
< p
o
p
9
= p
o
p
9
> p
o
over expanded Perfect expansion Under expansion
CDN with area ratio
larger than needed for
complete expansion
All subsonic flows or
using the right nozzle area
ratio for supersonic flows
Sonic or supersonic flow
with inadequate nozzle
area ratio
42
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
Cycle Analysis of Turbojet Engine
Flow in a convergent nozzle
If the nozzle is underexpanding
exit pressure > ambient pressure
Otherwise
exit pressure = ambient pressure


Flow in a convergent-divergent nozzle
If the nozzle is underexpanding (7)
exit pressure > ambient pressure
Otherwise
exit pressure = ambient pressure

43
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
Nozzle Choking
The value of t
n
depends on whether the nozzle is choked or not
Turbojet and turbofan core engine nozzles are mostly of the
convergent-divergent type and are usually choked
Turbo prop, turboshaft and turbofan bypass nozzles are mostly of the
convergent-only type and are usually unchoked
The choking condition depends on whether the nozzle is convergent
only or convergent-divergent
If a convergent-divergent nozzle is unchoked, the divergnt section will
act as a diffuser rather than a nozzle and exit pressure will be equal to
ambient pressure
If a convergent-divergent nozzle is choked, then it will be mostly
either in optimum expansion with exit pressure equal to ambient
pressure, or in under expansion with exit pressure greater than ambient
pressure. The specific value of exit pressure depends on the nozzle
expansion ratio which is equal to exit area to throat area
44
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
45
Ideal Chemical Rocket Performance
) (
*
1 2
1
1
2
+
|
|
.
|

\
|
+
= = I
c
c
p A
RT m
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
Cycle Analysis of Turbojet Engine
Convergent Nozzle
Calculate

46

>

+ 1
2

/(

1)

Yes
No
Choked Unchoked
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
Cycle Analysis of Turbojet Engine
Convergent-Divergent Nozzle
Calculate

47

>

+ 1
2

/(

1)

Yes
No
Choked Unchoked
Optimum
expansion
Under
expansion
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
On the thrust equation: the positive terms represent the
nozzle contributions (both momentum and pressure-area
terms), while the negative term represents the inlet
contribution (momentum term). The nozzle contribution is
called the gross thrust:


The inlet contribution is called the ram drag:


The net thrust:
Gross Thrust & Ram Drag
48
( ) ( )
9 9 9
A p p V m m F
o f o g
+ + =

0 0
V m D
ram

=
ram g n
D F F =
0
0
V
m
9
0
V
m m
f
+
f
m
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy

The exhaust nozzle may be reasonably assumed adiabatic,
then
Nozzle energy balance
49
f
m m +
0
0 ~
n
Q

7 9
E
N
f
m m +
0
) ( 2 ) ( 2
2
9 7 9 7 9
2
9
9 9 7
T T C h h V
V
h h h
t pn t
t t
~ =
+ = =
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
The ratio of actual kinetic energy at the nozzle exit to ideal
kinetic energy that emerges from isentropic expansion is
defined as the adiabatic (or isentropic) efficiency:
Nozzle Adiabatic Efficiency
50
7 9
9 9
7 9
7 9
9 7
9 7
2
9
2
9
9 7
9 7
/ 1
/ 1
/ 1
/ 1
t
t
t s
t
s t
t
s s t
t
n
p p
T T
T T
T T
T T
T T
V
V
h h
h h

~
=

= q
n
n
n
n
M
T
T
p
p
p
p
p
p
p
p
n t t
t
t
t t

|
.
|

\
|

+ =
|
|
.
|

\
|
=
=
1
2
9
1
9
9
9
9
7
9
9
9
7
9
2
1
1
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
This parameter is a direct measure of flow irreversibility:


Recall the non-dimensional entropy rise:
Nozzle Total Pressure Ratio (losses)
51
7
9
t
t
n
p
p
t
n
t
t
p
p
R
s
t =
|
|
.
|

\
|
=
A
ln ln
7
9
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy

This parameter signifies the expansion potential from the
total state at (7) to the ambient static state (0):



Since (p
0
) is the ambient static pressure, NPR is a strong
function of altitude (NPR increases with altitude for fixed
nozzle inlet pressure)
Thus, a higher area expansion ratio of the nozzle is needed at
higher altitudes.
NPR is a guide to choose the nozzle type (CN or CDN).
Nozzle Pressure Ratio (NPR)
52
0
7
p
p
NPR
t
=
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
A critical nozzle pressure ratio leads to a sonic throat with
(p
9
=p
0
) for a convergent nozzle, thus



Considering the total pressure loss:





(t
cn
) represents the convergent nozzle total pressure ratio, and
(q
n
) is the isentropic efficiency of the nozzle.
Critical Nozzle Pressure Ratio
53
1
2
1
2
1
1
0
1
2
9 9 9

|
.
|

\
|
+
=
|
.
|

\
|

+ =

p M p p
t
0 . 2
) 1 (
1
1
1
2
1 1
1 /
9
7
1
~
(

+ q

=
|
.
|

\
|
+
t
= =
|
|
.
|

\
|

n
cn
crit
crit
t
NPR
p
p
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
t
n
and q
n
are related to each other via:







When will the efficiency approach 100%?
Relation Between t
n
and q
n
54
1
1
1
9
1
9

|
|
.
|

\
|
t
(

|
|
.
|

\
|
= q

|
|
.
|

\
|

p
p
NPR
p
p
NPR
o
n
o
n
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
55
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
When do we choose a convergent-divergent nozzle with its
added weight and complexity over a simple, lightweight
convergent nozzle?
It can be proved that:




De Laval Nozzle (CDN)
56
|
|
|
.
|

\
|
|
.
|

\
|
+
+

|
|
.
|

\
|

1
1
1
2
1
1 1
1
1
NPR
NPR
F
F
Conv g
CD g
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
57
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
Consider a convergent-divergent nozzle with a nozzle
pressure ratio of (10) and adiabatic efficiency of (0.94), assume
perfect expansion, calculate:
Nozzle total pressure ratio
Entropy rise through the nozzle
Exit Mach number
Nozzle area ratio (A
9
/A
8
)
Example
58
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy

Specific Thrust:


Non-dimensional specific thrust:


What does it mean in comparing performance of different
engines?
Specific Thrust
59
[m/s] or [N.s/kg]
o
s
m
F
F

o o
s
m a
F
F

Aircraft Propulsion II (EAE 3365)

Dr. Raed Kafafy
Thrust Specific Fuel Consumption (TSFC)




What does it mean in comparing the performance of different
engines?
For an airbreathing engine, which is more important; Fs or
TSFC?
Ans: It depends, is it subsonic commercial engine or fighter
supersonic one..how?
Thrust Specific Fuel Consumption
60
[mg/s/N]
F
m
TSFC
f

Aircraft Propulsion II (EAE 3365)

Dr. Raed Kafafy
The ability of an engine to convert the thermal energy
inherent in the fuel to a useful net kinetic energy.






Thermal Efficiency
61
( )
b R f
o o f
b R f
o o
th
th
Q m
V m V m m
Q m
V m V m
Q
E K
q
+
=
q

=
A
= q

2
2 / 2 /
2 2
9 0
2 2
9 9
Aircraft Propulsion II (EAE 3365)
Dr. Raed Kafafy
4.1, 4.2, 4.3, 4.4, 4.5, [4.6, 4.7, 4.8, 4.9]
Due Sun 9/3/2014


Quiz #1: Wed 5/3/2014
will cover engine component analysis
Assignment #1
62