PROPULSION II

TWO MARK Q & A

UNIT I TURBINES
1. How turbines are classified?
a) Based on flow direcion: i) Axial flow turbine ii) Radial flow turbine
b) Based on sa!e; i) Impulse stage ii) Reaction stage
2. !at is t!e difference between axial flow and radial flow turbines?
Axial flow turbine Radial flow turbine
"!e pat! of t!e flow is w!oll# or
mainl# parallel to t!e axis of
rotation
$ot capable of a !ig! pressure
ratio per stage
%ultistaging is &er# muc! easier
t!e pat! of t!e flow is w!oll# or
mainl# in a plane perpendicular to
t!e rotation axis
capable of a !ig! pressure ratio
per stage
%ultistaging is &er# difficult
'. !at is t!e difference between impulse stage and reaction stage?
Impulse stage Reaction stage
(ressure drop occurs in no))le
"!e gas impinges on t!e blades
wit! *inetic energ#
It is possible to regulate t!e flow
wit!out loss
(ressure drop occurs bot! in t!e
no))le as well as rotors
"!e gas glides o&er t!e mo&ing
&anes wit! pressure energ#.
It is not possible to regulate t!e
flow wit!out loss.
+. !at are t!e &arious losses in turbines?
Annulus loss, (rofile loss, -econdar# flow loss and "ip clearance loss.
.. !at is profile loss and annulus loss?
Profile loss/ Associated wit! boundar# la#er growt! o&er t!e blade
profile including separation loss under ad&erse conditions of extreme
angles of incidence or !ig! inlet %ac! number.
Ann"l"s loss/ Associated wit! boundar# la#er growt! on t!e inner and
outer walls of t!e annulus.
0. !at is secondar# flow loss and tip clearance loss?
Secondar# flow loss / Arising from secondar# flows w!ic! are alwa#s
present w!en wall boundar# la#er is turned t!roug! an angle b# an
ad1acent cur&ed surface is called as secondar# flow.
Ti$ clearance loss /$ear t!e rotor blade tip t!e gas does not follow t!e
intended pat! fails to contribute its 2uota of wor* output, and interacts
wit! t!e outer wall boundar# la#er is called tip clearance loss.
3. !at are t!e turbine stage design parameters?
4egree of Reaction, 5oading 6actor and 6low 7oefficient
8. !at is 9lade staging?
"!ere are two wa#s of compounding turbines :
. (ressure compounding or Rateau staging
. :elocit# compounding or 7urtis staging
;. !at are t!e %aterials used in turbine blades?
7arbon -teel, Heat/"reated -tainless -teel, Hig! -peed -teels,
"ungsten 7arbide, Hig!/(erformance <irconia 7eramic 7oatings
1=. !at are t !e desirable properties of turbine materials?
ear Resistance, "oug!ness or -!oc* Resistance, 7orrosion
Resistance, Influence on >dge 7!aracteristics, -!ape 7ontrol during
Heat "reatment, 7ost and A&ailabilit#.
11. 4efine blade/loading coefficient.
"!e blade/loading coef?cient is used to express wor* capacit# of t!e
stage. It is de?ned as t!e ratio of t!e speci?c wor* of t!e stage to t!e
s2uare of t!e blade &elocit#@t!at is,t!e blade/loading coef?cient or
temperature/drop coef?cient.
12. 4efine 6low 7oefficient
"!e Aow coef?cient, ,is de?ned as t!e ratio of t!e inlet &elocit# B7a) to
t!e 9lade &elocit# BC), i.e., 7a D C
1'. !at is free &ortex design
:elocit# triangles &ar# from root to tip of t!e blade, 9ecause t!e blade
speed C is not constant and &aries from root to tip. "wisted blading
design is used to ta*e account of t!e c!anging gas angles is called &ortex
blading.
UNIT II %OMPRESSORS
&'How compressors are classified?
Axial flow compressor, b) 7entrifugal compressor
2. 4efine stage of a compressor.
A stage consists of stator and rotor blades.
'.4efine degree of reaction of a turbo mac!ine
It is t!e ratio of static ent!alp# rise in rotor to t!e static ent!alp# rise in
stage.
+.!at is t!e difference between axial flow compressor and centrifugal
flow compressor?
Axial flow compressor 7entrifugal compressor
6rontal area is less. -o drag is less.
$o of stages is more. so pressure ratio
is more.
eig!t and space re2uires is less.
6rontal area is more. -o drag is
more.
$o of stages is less. -o pressure
ratio is less.
eig!t and space re2uired is
more.
.. !at is t!e difference between compressor and turbine?
7ompressor "urbine
Absorbs power to increase t!e fluid
pressure or !ead
"!e flow mo&es in t!e direction of
increasing pressure
"o transfer a gi&en amount of
energ# more number of stages are
re2uired
"!e fluid turning angles are limited
to 2=E
(roduces power b# expanding
fluid to a lower pressure or !ead
"!e fluid mo&es in t!e decreasing
pressure
"o transfer a gi&en amount of
energ# less number of stages are
re2uired
"!e fluid turning angles are 1.=E to
10.E
0. $ame t!e factors affecting stage pressure ratio.
"ip speed, axial &elocit# and !ig! fluid deflection in rotor blade.
UNIT III RAM(ET PROPULSION
1. -tate t!e ad&antages of ram1et engine.
5ow weig!t, !ig! t!rust to weig!t ratio, practicall# no mo&ing parts,
Ram1et can be operated wit! a !ig!er maximum temperature in its
t!ermod#namic c#cles.
2. !at are t!e &arious modes of ram1et operation?
7ritical, sub critical and super critical
'. 4efine integral ram roc*et.
It is t!e integration of ram1et engine wit! roc*et propulsion.
+. !at is meant b# critical operation of ram1et diffuser?
!en t!e !eat released b# t!e burners at suc! a magnitude t!at
t!e bac* pressure at t!e exit to t!e subsonic diffuser causes t!e normal
s!oc* to be positioned at t!e inlet, t!en t!e operation is said to be
critical.
.. 4efine propulsi&e efficienc#.
"!e ratio of t!rust power to t!e propulsi&e power.
0. 4efine t!ermal efficienc#.
"!e ratio of propulsi&e power to t!e power output.
3. !at is t!e difference between ram1et and turbo1et?
Ram1et "urbo1et
"!ere is no compressor
5ess weig!t
ram1et cannot produce static t!rust
7ompressor is present
%ore weig!t
"urbo1et can produce static t!rust
UNIT I) *UN+AMENTALS O* RO%KET PROPULSION
&'!at is -pecific Impulse?
"!e ratio of t!e t!rust produced to air weig!t flow rate is *nown as
specific impulse.
2. !at are internal ballistics properties?
"!ose parameters t!at go&ern t!e burning rate and mass
disc!arge rate of motors are called internal ballistic properties; t!e#
include burning rateBr), Ratio of burning surface area to no))le t!roat
areaB F), temperature sensiti&it# of burning rate,BG
p
), "emperature
sensiti&it# of pressure BH
*
), and t!e influences caused b# pressure,
propellant ingredients, gas &elocit#, or acceleration.
'. How roc*et no))les are classified?
a) Based on sr"c"ral fea"re: i) mo&eable no))le, ii)fixed no))le, iii)
submerged no))le and i&) submerged no))le.
b) Based on ,ea resisance: i) Ablati&e no))le, ii) !eat sin* no))le and
iii) radiati&e no))le.
c- Based on s,a$e:i) Cnder and o&er expended no))les, ii) 7one and
bell s!aped no))les, iii) "wo step no))les, i&) $o))les wit! aerod#namic
boundaries, and &) %ultiple no))les
+. !at is t!e need for multistaging in roc*e*ts?
%ultistep or multistage roc*et &e!icles permit !ig!er &e!icle
&elocities, more pa#load for space &e!icles, and impro&ed
performance for long/range ballistic missiles.
.. !at are t!e &arious t#pes roc*et staging?
-taging in series or tandem, (artial staging, (arallel staging and (igg#/
bac* staging
0. !at are t!e performance parameters of roc*et?
"!rust, ideal ex!aust &elocit#, specific impulse, propellant mass
fraction, flame temperature, temperature limits, and duration.
3. !at is s#nc!ronous satellite?
An e2uatorial satellite in a circular orbit at an altitude of 0.011
eart! radii Babout 20,2== miles, +2,2== *m, or 22,3== nautical
miles) !as a period of re&olution of 2+ !r. It will appear
stationar# to an obser&er on eart!. "!is is *nown as a s#nc!ronous
satellite in geo/s#nc!ronous eart! orbit, usuall# abbre&iated as I>J.
UNIT ) %.EMI%AL RO%KETS
&'!at are t!e t#pes of propellants used in roc*ets?
-olid propellants
5i2uid propellants
7r#ogenic propellants
2. How solid propellants are classified?
a) 7omposite propellant, b) double base propellant and c) composite
modified double base.
'. !at are propellant ingredients?
6uel, oxidi)er, binder, curing agent and burn rate catal#st.
+. $ame t!e !ardware components of solid roc*ets.
%otor case or s!ell, igniter, no))le, t!rust &ector control and !andling
e2uipment.
.. How igniters are classified?
(#rotec!nic, p#rogen, electrical, torc!, !#pergolic and catal#tic igniters.
0. !at is t!rust termination and !ow it can be done?
"o ac!ie&e a certain flig!t &elocit#, it is necessar# to stop t!e t!rust from
roc*et. In li2uid propellant roc*ets it can be done b# s!utting off t!e
flow of propellants.
In solid propellant roc*et it can be done b# rapid depressuri)ation,
re&ersal of t!rust direction and inert li2uid 2uenc!ing.
3. !at are t!e applications of roc*et?
6or launc!ing t!e sounding roc*et, 6or launc!ing t!e ballistic roc*et
weapon and 5aunc! &e!icles or space roc*ets
8. -tate t!e selection criteria of solid propellants:
Hig! performance or !ig! specific impulse means !ig! gas temperature
and D or low molecular mass.
(redictable reproducible and initiall# ad1ustable burning rate to fit t!e
need of t!e grain design and t!e t!rust/time re2uirement.
Ade2uate p!#sical properties o&er t!e intended operating temperature
range.
5ow tec!nical ris*, suc! as a fa&orable !istor# of prior applications.
Relati&e insensiti&it# to certain energ# stimuli.
$on/toxic ex!austs gases.
;. !at is propellant grain?
"!e grain is t!e s!aped mass of processed solid
propellant inside t!e roc*et motor. "!e propellant material
and geometrical configuration of t!e grain determine t!e motor
performance c!aracteristics.
1=. !at are t!e t#pes of li2uid propellant roc*ets?
9ipropellant roc*et, monopropellant roc*et, cr#ogenic propellant and
storable propellants.
11. How t!e burning rate of a roc*et motor can be increased?
1. 7ombustion c!amber pressure.
2. Initial temperature of t!e solid propellant prior to start.
'. 7ombustion gas temperature.
+. :elocit# of t!e gas flow parallel to t!e burning surface.
.. %otor motion Bacceleration and spin/induced grain stress).
12. -tate t!e met!ods of cooling of t!rust c!ambers and no))les.
Bi)-tead# state
a) Regenerati&e
b)Radiation
Bii)Cnstead# state
Biii)6ilm cooling
1'. !at is t!rust &ector control and state its t#pes.
"!rust &ector control is t!e internal c!ange of direction of t!e
t!rust &ector wit! respect to t!e s#mmetr# axis of t!e roc*et. 9#
c!anging t!e direction of t!e t!rust &ector, a control moment about a
lateral axis of t!e roc*et can be generated.
"!e met!ods b# w!ic! t!is can be ac!ie&ed.
Ba) Ket/&ane t!rust control, Bb) Iimballed engine, Bc) Keta&ators,
Bd)-wi&eling no))les and Be) -poilers
1+. 4efine propellant mixture ratio.
"!e propellant mixture ratio for a bipropellant is t!e ratio at
w!ic! t!e oxidi)er and fuel are mixed and react to gi&e !ot gases.
"!e mixture ratio Br) is defined as t!e ratio of t!e oxidi)er mass
flow rate r!o and t!e fuel mass flow.
1.. !at are t!e 4esirable (!#sical (roperties of li2uid propellants?
5ow 6ree)ing (oint, Hig! -pecific Ira&it# and -tabilit#.
Heat "ransfer (roperties. Hig! specific !eat, !ig! t!ermal conducti&it#,
and a !ig! boiling or decomposition temperature are desirable for
propellants t!at are used for t!rust c!amber cooling
10. !at is t!e need for 7ooling of "!rust 7!ambers?
"!e primar# ob1ecti&e of cooling is to pre&ent t!e c!amber and
no))le walls from becoming too !ot, so t!e# will no longer be able to
wit!stand t!e imposed loads or stresses, t!us causing t!e c!amber
or no))le to fail
13.!at are t!e ad&antages of li2uid propellant roc*ets?
"!e abilit# to t!rottle or to randoml# &ar# t!e t!rust o&er a wide
range. "!rottling is accomplis!ed b# reducing t!e propellant flow
suppl# to t!e t!rust c!amber and t!us reducing t!e c!amber
pressure. "
18. -tate t!e ad&antages of a !#brid roc*et propulsion s#stem
B1) safet# during fabrication, storage, or operation wit!out an#
possibilit# of explosion or detonation; B2) start/stop/restart
capabilities; B') relati&el# low s#stem cost; B+) !ig!er specific
impulse t!an solid roc*et motors and !ig!er densit#/specific impulse
t!an li2uid bipropellant engines; and B.) t!e abilit# to smoot!l#
c!ange motor t!rust o&er a wide range on demand.
1;. !at are t!e disad&antages of !#brid roc*et propulsion?
B1) mixture ratio and, !ence, specific impulse will &ar# somew!at
during stead#/state operation and t!rottling; B2) lower densit#/
specific impulse t!an solid propellant s#stems; B') some fuel sli&er
must be retained in t!e combustion c!amber at end/of/ burn, w!ic!
slig!tl# reduces motor mass fraction; and B+) unpro&en propulsion
s#stem feasibilit# at large scale.
2=. !at are t!e t#pes of electrical propulsion s#stems?
1. >lectrot!ermal. (ropellant is !eated electricall# and expanded
t!ermod#namicall#; i.e., t!e gas is accelerated to supersonic speeds
t!roug! a no))le, as in t!e c!emical roc*et.
2. >lectrostatic. Acceleration is ac!ie&ed b# t!e interaction of
electrostatic fields on non/neutral or c!arged propellant particles suc!
as atomic ions, droplets, or colloids.
'. >lectromagnetic. Acceleration is ac!ie&ed b# t!e interaction of
electric and magnetic fields wit!in a plasma. %oderatel# dense
plasmas are !ig!/ temperature or non e2uilibrium gases, electricall#
neutral and reasonabl# good conductors of electricit#.
21. 5ist t!e assumptions used in t!e anal#sis of roc*et t!rust c!amber.
"!e wor*ing substance obe#s t!e perfect gas law.
"!ere is no appreciable friction and all boundar# la#er effects are
neglected.
"!ese are no s!oc* wa&es or discontinuities in t!e no))le flow.
All ex!aust gases lea&ing t!e roc*et !a&e an axiall# directed &elocit#.
"!ere is no !eat transfer across t!e roc*et walls; t!erefore t!e flow is
adiabatic.