In order to gain the supersonic and hypersonic speed, the nozzle plays a major role in the aviation industry. Based on the nozzle design, the required mach number can be calculated. In this paper, the convergent divergent bell nozzle which is basically used for the supersonic flow is analysed and designed using CATIA Software. The mesh of the designed nozzle is carried out in ANSA and then analysed using CFD. Different nozzle designs are assessed through of CFD analysis to choose the best performing nozzle that can be manufactured for experiments. For the experimental test Raspberry Pi, pressure sensor and Python coding was developed to test bell nozzle pressure.

Most of the modern aircraft and military aircraft are powered by the modern gas turbine engine. They have nozzles to produce the required speed. Depending upon the required exit Mach number, a nozzle can be designed to be used for subsonic and supersonic flows. For the sonic flows, the convergent nozzle is used and for supersonic flows a convergent–divergent (CD) nozzle is used. In a CD nozzle, a straight nozzle flow is accelerated from low subsonic to sonic velocity at the throat and further expanded to supersonic velocities at the exit. This paper focuses on designing a straight nozzle to attain super-sonic flow and optimizing it to achieve maximum thrust without flow separation due to shock waves. This research also confirms that at which angle of deflection on the divergent portion produces more speed. The flow conditions were selected in view of the pressure, temperature and gases that are accessible at the exit of the combustion chamber. At the exit of the nozzle, the shock induced flow separation due to, over, under and optimum expansion conditions were studied.

Variation in the states of system, mass flow and pressure are some of the disturbances which are experienced by the compressors in the jet engine under working condition. One of the main factors that influence the efficiency of a jet engine is the pressure ratio. In order to achieve the required pressure ratio, we should have relatively a greater number of stages in the compressor that leads to an increase in the weight of the engine. The stator and rotor are the essential parts of an aircraft's axial compressor. CFD is used in order to evaluate the pressure ratio. In this paper, we are going to analyze a three-stage compressor instead of an actual six-stage compressor. The mass flow rate inside the control system can be used to maintain the stability of the system. Compressor weight and pressure ratio at each stage can be reduced if we have a clockwise and anti-clockwise rotating rotor. With the use of a universal gear system, the two clockwise rotors and one anti-clockwise rotor were analyzed. The main outlook of this work is to show the maximum pressure ratio of the compressor at the outlet with our desired configurations. In conclusion, it was shown that the weight of the aircraft engine can be effectively reduced.

The paper helps to explore and demonstrate the weight reduction of a component with the help of efficient aerodynamics. This can help to reduce fuel consumption and improve the performance of a racing vehicle. The vehicle used is a KTM RC200 2015 which was tested on various factors such as aerodynamics, weight, fuel consumption, and performance. The results were eventually validated with appropriate simulation and experimental trials. To improve and sustain the performance of the engine, it is necessary to explore various factors such as weight reduction through material selection and aerodynamically streamlining the vehicle design. The main component that was tested is the front fairing of the bike. The front fairing plays a very important role in a bike’s performance. Therefore, the stock front fairing component is to be replaced with a modified component which also needs to meet all the regulatory safety standards. In the present work, two different front fairing components were used and one of them is made up of plastic representing the stock component while the second one is the customized and improved component made up of glass fiber reinforced epoxy. The results had shown promising improvements to the performance of the vehicle and it was observed that the material density and strength played a factor in the bike’s performance and fuel efficiency.

The two-equation turbulence models used for the present study are the commonly used standard k-ॉ model and k-ω model. In order to achieve this target, numerical simulation was initiated in Ansys Fluent to simulate a flow over a flat test surface with a diameter of 4mm straight, circular film cooling hole at angled injections of 25°, 30°, 35°and 40°. The comparison between the numerical calculations and the theoretical results showed the standard k-ω turbulence model gave better predictions against those with the standard k-ω turbulence models. The ability of k-ω model in closely predicting the cooling behavior is due to the precise modeling of the lateral spreading of the film. The isotropic two-equation turbulence models exhibited a huge dissent. The results also indicated that increasing the mass flow rates in the mainstream channels reduces the temperature distribution along the stream-wise direction.