Application of computational methods to the design of large turbofanengine nacelles

Lahti, D. J.; Dietrich, D. A.; Stockman, N. O.; Faust, G. K.

doi:10.2514/6.1984-121

Cited by 2 publications

(3 citation statements)

References 2 publications

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“…The pressure forces over the plug are represented by È pl (equation (9)). The drag coefficient of the cowl after-body is represented by the C Daft-body term as defined in equation (10). Where D aft-body is the drag force that is calculated by the integration of the pressure distribution over the cowl after-body surface and A ref is the configuration reference area based on the nacelle max diameter.…”

Section: Nozzle Performance Calculation Methodsmentioning

confidence: 99%

“…For a separate jet configuration, Lennard and Fasching 9 showed that the change in the curvature of the internal walls of the fan and core nozzles provided a 1.0% improvement in C v at cruise conditions. Lahti et al 10 Moreover, Zhang et al 6 showed that results from a RANS simulation using the k-ω SST turbulence model were within 0.2% and 0.3% for C d and C fg , respectively, of the experimental data. This was for a three-dimensional single stream nozzle configuration across NPR range from 1.2 to 7.0.…”

Section: Introductionmentioning

confidence: 94%

“…For a separate jet configuration, Lennard and Fasching 9 showed that the change in the curvature of the internal walls of the fan and core nozzles provided a 1.0% improvement in C v at cruise conditions. Lahti et al 10 assessed the impact of the inner aero-line curvature, in the region close to the nozzle throat, on the nozzle performance for a typical range of nozzle pressure ratio from take-off to cruise conditions. The research showed that there is a noticeable influence of the throat inner wall curvature on the thrust coefficient.…”

Section: Introductionmentioning

confidence: 99%

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Computational fluid dynamics-based approach for low-order models of propelling nozzle performance

Al-Akam

Nikolaidis

MacManus

2019

Proceedings of the Institution of Mechanical Engineers, Part G:

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At the preliminary design stage for an aero-engine, the evaluation of the nozzle performance is an important aspect as it affects the overall engine cycle behaviour. Currently, there is a lack of systematic, extensive data on the nozzle performance and its dependence on the geometric and aerodynamic aspects. This paper presents a method that can be used to build characteristic maps for a nozzle as a function of a number of geometric and aerodynamic parameters. The proposed method encompasses the design of a nozzle configuration, a parameterisation of the nozzle pressure ratio, nozzle contraction ratio, plug half-angle (β), mesh generation, and an aerodynamic assessment using the Favre-averaged Navier–Stokes method. The method has been validated against experimental performance data of a plug nozzle configuration and then used for the aerodynamic assessment. The derived nozzle maps show that the thrust coefficient ( Cfg) for this type of nozzle is significantly sensitive to the combined effect of the variation of the proposed parameters on the nozzle performance. These maps were used to build low-order models to predict Cfg, using response surface methods. The performance was assessed, and the results show that these low-order methods are capable of providing Cfg estimates with sufficient accuracy for use in preliminary design assessments.

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Section: Nozzle Performance Calculation Methodsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 94%

“…For a separate jet configuration, Lennard and Fasching 9 showed that the change in the curvature of the internal walls of the fan and core nozzles provided a 1.0% improvement in C v at cruise conditions. Lahti et al 10 assessed the impact of the inner aero-line curvature, in the region close to the nozzle throat, on the nozzle performance for a typical range of nozzle pressure ratio from take-off to cruise conditions. The research showed that there is a noticeable influence of the throat inner wall curvature on the thrust coefficient.…”

Section: Introductionmentioning

confidence: 99%

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